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La  bibliothdque  des  Archives 
publiques  du  Canada 

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la  dernidre  page  qui  comporte  une  telle 
empreinte. 

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CBs:  le  symbols  —►  signifie  "A  SUIVRE",  le 
symbols  V  signifie  "FIN". 

Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
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Lorsque  le  document  est  trop  grand  pour  dtre 
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et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


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REI> 


COMTUnCS  TO  DKTXRMUa  OH  A  STAMSABD  FOR 


CONSTRUCTION  OF  THE  PACIFIC  RAILROAD. 


MIDK  TO 


HONOEABLE  JAMES  HARLAN,  SECRETARY  OF  THE  INTERIOR, 


FF.BKUARY    94,    1866. 


WITH 


ACCOMPANYING   DOCUMENTS. 


WASHINGTON: 

OOVBRNMBNT  PRINTING   OFFICE. 
1866. 


iWmWb^m«i% 


REPORT    OF    BO^RD 


COKTICNED  TO  DETERMINE  OK  A  STANDARD 


ron 


COmuCTM  OF  THE  PACIFIC  RAILROAD 


MADE  TO 


HONORABLE  JAMEB  HARLAN,  SECRETARY 


OF  THE  INTERIOR 


FEBRUARY    34,    1866. 


WITH 


ACCOMPANYING    DOCUMENTS. 


WASHINGTON: 

«OVERNIVIENT    PKINTINO    OFFICE. 

18G6. 


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/ 


CONTENTS. 


■'-■it 


Letter  from  Colonel  Simpson,  cLairu.an  of  board,  transmitting  report  of  its  proceed-  """^ 
inga  to  honorable  Secretary  of  the  Interior  »     P       "'  "s  proceeU- 

Letter  from  Secretary  of  Interior  approving  report.'and  dir"eVtin.^'it"  to'  be  used'  fo^  ^ 
guidance  of  commiosioners  and  directors o  't  to  be  used  lor 

Journal  of  proceedings  of  board ^  ^ ^ 

Appendix  A,-Orders  for  government  comm'isiioners'  and  dVrectoVs'to  meet'  in  Wash  ^ 

ington  as  members  of  board  "^"' 

"^^l;:^;^^^^^ ;« p-'^-'^""f'n>ad;";nt.;;;;;rt;L;;p;j;ju;«;;n;e;i;;g   '' 

Appendix  C-Leiter  of  8e^:;a;y  ;^'{,u^;;; ^ ^'^^ ^  ^i^atlon  '^ li^a  ""        H 

Ipp  ndix  E -R  T    f  '"'■  m'  "'>"  "^'"•"'^•^  '"'  ""-"^  "^''''^  «^-  construction;:;;  5 

cCular  N.?'.^..    "..':''       "        ^-  ^^  ''"'^■''  Q"-termaster  General,  to 
Appendix  F.-Reply  from'  'n^r'man  "Haupt",  'ci;;;  "o'ngi'ne;;;  to'ci'rida;  N^ '  2 If 

Append.x  H.-Letter  from  T.  Swinyard,  transmitting  remarks  of  George  L^vV  Reid 
civil  engineer,  on  circular  No.  2. .  """igi^  uow  e  iteia, 

Appendix  I  -Reply  from  Ashbel  Welch,"  d;i"r;;g;ne;;;Vo"c"ir'c'ula'r'No"8 S 

Appendix  J.-Reply  from  Benjamin  H.  Latrobe,  civil  engineer,  to  c^c"  la^No '2'"'  ^ 

Appendix  K.-Reply  from  G.  A.  Nicolls  to  circular  No  «  ^ 

Appendix  L._Reply  from  W.  W.  Evans,  civil  engineeV.  "t'o'  d'r'c'ula;'N;"2 fn 

Appendix  M.-Reply  from  Silas  Seymour,  civil  engineer,  to  circular  No  2     L 

rr^d  ^;;;^:^'--^^^^^-y^^^  to  Hofi.  Springer  Ha^f^gh'i'n  ;.;.;■„  '' 

Appendix  O.-Letter  from  William"p.'shinn  to  Hon.  M."  We'lker  *i'n' rel'a'tio,;  "f'n*  fi' 1 "         ^^ 
joints..  With  letterfr.nHo^^ 

Appendix  P.-Letter  from  t!  'c;  Dumn't"  't'o'co'bnd'  'sim'ps'o'n ; t 

Appendix Q.—Telegram  from  H.  H.  Gardner  to  T   T    w.-iii        *•■■'■,■"." ''" 

joints Gardner  to  J.  L.  Williams  in  relation  to  fish- 

""Tc""!'  .^7!^!'^''  "'  ''"'""""^  ''  '''''  recommended"  "by 'di'ffe;;n;  '^ngin^eV;,        '' 

^ no 


s 


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s 


REPORT 
or 


BOARD  OX  COxVSTRUCTlON  OF  PACIFIC  RAILROAD. 


Department  of  the  Interior,  Enqinker  Office, 

Was/tington,  D.  C,  February  24,  1866. 

Sir:  I  have  the  honor  to  submit,  herewith,  a  report  of  the  proceedings  of  a 
bo«n  of  government  commissioners,  directors,  and  engineer,  convened  by  your 
direction,  to  determine  on  a  standard  for  the  Pacific  raihoad  and  branches,  with 
the  accompanying  documents. 

The  replies  from  eminent  engineers  and  others  to  a  circular  sent,  asking  their 
view,  ou  crtain  points  of  railroad  construction,  and  which  are  included  with 
these  papers,  will  be  found  to  contain  much  valuable  and  interesting  inform- 
ation.  " 

Their  views  and  suggestions  have  been  of  much  service  in  establishing  the 
standard  recommended  by  the  board,  since,  although  not  practicable  to  give  this 
road  the  solidity  and  perfection  recommended  by  these  replies,  from  the  outset, 
without  preventing  its  rapid  progress  and  completion  at  an  early  date,  as  required 
by  luw,  yet  as  the  character  of  road  they  all  recommend  is  clearly  that  which 
will  be  needed  when  it  is  fully  opened  and  doing  a  heavy  business,  the  board 
bave  endeavored  to  make  such  a  standard  as  will  secure  a  good  track  without 
retarding  the  progress,  and  advise  that  every  step  of  the  w:rk  be  made  ^th  a 
view  to  ultimate  perfection. 

Thus  while  the  board  deem  it  essential  that  the  work  shall  be  thoroughly 
ballasted,  and  all  the  bridges  provided  with  masonry  piers  and  abutments,  yet 
knowing  that  the  high  embankments  will  require  some  time  to  settle  before  the 
track  IS  finally  adjusted,  and  that,  in  many  cases,  both  ballast  and  stone  fo 
masonry  must  be  brought  by  rail,  they  have  thought  best  not  to  make  the 
acceptance  of  any  section  contingent  on  the  completion  of  its  masonry  and  bal- 
asting,  but  prefer,  that  such  parts  of  the  road  be  accepted  in  case  this  work 
sectLlr  """""'  "^'  ^^  P''^«""^^'"^  vigorously  on  the  preceding 

It  has  been  the  aim  of  the  board  to  give  due  and  impartial  consideration  to 
the  questions  of  economy,  of  first  cost,  and  of  ultimate  working,  as  well  as  to  the 
^api^  progress  and  final  adaptation  to  the  traflic  to  be  expected  from  this  great 

I  am.  sir,  very  respectfully,  your  obedient  servant, 

J.  H.  SIMPSON, 

„        J  „  ^'^''^''''''"tCo'onelEvgiTteers,  Chairman  of  Board. 

Hon.  James  Harlan,  '^ 

Sccre'ary  of  the  Interior. 


'  i 

11 


6 


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Dkpartmr\t  ok  thk  Interior, 
Washington,  D.  C,  February  24,  18C6, 

CoLONKii :  The  report  of  tlio  proceedings  of  the  board  to  determine  on  a  Htiuid- 
ardfor  the  construction  of  the  Pacific  railroad,  with  the  accompanying  documents, 
has  been  received. 

The  results  arrived  at  by  the  board,  as  embodied  in  the  report  it  has  adopted 
in  regard  to  the  construction  of  the  road,  are  approved,  and  it  is  hereby  directed 
that  said  report  be  used  by  the  directors  and  commissioners  as  a  guide  for  their 
action  in  directing  or  accepting  the  work.  To  this  end  you  will  cause  copies  to 
bo  furnished  these  ollicers  as  soon  as  printed. 

I  am,  very  respectfully,  your  obedient  servant, 

JAMES  HAIfLAN, 

Secrctarij  of  the  Interior. 
Colonel  J.  H.  Simp.son, 

Corps  Engineers  U.  S.  A.,  Ch'n  of  Board,  Chief  Eng.  Dep.  Interior. 


Journal  of  j^rocccdings  of  hoard  convened  to  determine  on  a  standard  for  con- 
struction of  the  Pacijic  railroad, 

Washington,  D.  C,  February  1,  1866. 

The  first  meeting  of  a  board  to  determine  on  a  stand.nd  for  the  construction 
of  the  Pacific  and  other  railroads  in  which  the  government,  has  an  interest,  con- 
vened by  order  of  the  Hon.  James  Harlan,  Secretary  of  the  Interior,  was  held 
at  12  o'clock  m.,  in  the  Washington  Aqueduct  ofiice. 

The  board  was  organized  in  compliance  with  the  following  instructions,  &c., 
from  the  honorable  Secretary  of  the  Interior : 

1.  Orders  for  the  government  commissioners  and  directors  to  report  in  Wash" 
iugton,  as  members  of  the  board. — Appendix  A. 

2.  Invitations  to  presidents  of  several  companies  interested  to  be  present  in 
person  or  by  proxy. — Appendix  13. 

3.  Order  appointing  as  chairman  of  the  board  Lieutenant  Colonel  J.  H. 
Simpson,  corps  of  engineers,  and  as  secretary  Mr.  John  R.  Gilliss,  assistant 
engineer. — Appendix  C. 

In  compliance  with  his  instructions,  Colonel  Simpson  took  the  chair  and 
called  the  board  to  order. 

The  board  of  government  commissioners,  directors,  and  engineer  were  present, 
as  follows : 

Government  Commissioners. — Lieutenant  Colonel  J.  H.  Simpson,  corps  of 
engineers  U.  S.  army,  chief  engineer  Department  of  the  Interior,  and  commis- 
sioner for  Union  Pacific  railroad  and  Union  Pacific  railway,  eastern  division ; 
Major  General  S.  R.  Curtis,  of  Iowa,  commissioner  for  Union  Pacific  railroad  and 
Union  Pacific  railway,  eastern  division;  Hon.  Wm  M.  White,  of  Connecticut, 
commissioner  for  Union  Pacific  railroad ;  Hon.  P.  H.  Sibley,  of  California,  com- 
missioner for  Central  Pacific  railroad ;  Hon.  Wm.  P.  Smith,  of  Maryland,  com- 
missioner of  Union  Pacific  railway,  eastern  division. 

Government  directors  on  Union  Pacijic  railroad. — Hon.  George  Aslimun,  of 
Massachusetts  ;  Hon.  Jesse  L.  Williams,  of  Indiana ;  Hon.  Springer  Harbaugh, 


/ 


of  Pennsylvania  ;  Hon.  Timothy  J.  Carter,  of  Illinois ;  Hon.  Charles  T.  Sher- 
man,  ot  (Jhio. 

'J'he  following  gentlemen  were  also  jircsent  as  reprcHentntivca  of  the  several 
corapames  engaged  in  constructing  the  Pacific  road  and  branches : 

C.  1 .  Huntington,  eso.,  vice-president  Central  Pacific  railroad ;  Hon  8.  C 
1  omcroy,  president  Atchison  Jiranch  Pacific  railroad ;  Hon.  Wm,  H  Allison 
vice-president  Sioux  City  and  Pacific  railroad  ;  Hon.  Oukes  Ames.  Sioux  City' 
and  lacihc  railroad;  II.  M.  Shoemaker,  chief  engineer  Union  Pacific  railway, 
eastern  division  ;  (ko.  W.  McCook.  esn..  attorney  Union  Pacific  railway,  east- 
ern^ division ;  HughL.  Jewett,  esq.,  director  Union   Pacific  railway,  eastern 

The  chairman  then  stated  that  to  obtain  information  on  some  points  havine 
an  important  bearing  on  the  subject  before  the  board,  he  had,  by  direction  of 
the  Hon.  James  Harlan,  Secretary  of  the  Interior,  addressed  a  circular  (No.  2) 
to  eminent  railroad  engineers  and  others,  asking  their  opinions  on  certain  im- 
portant details  of  railroad  construction. 

Circular  No.  2  and  the  replies  to  it  were  then  read.  (See  appendices  D  to 
M,  inclusive.)  '  ^ 

On  motion  of  General  Curtis,  these  papers  wore  referred  to  a  committee  of  five, 
to  be  appointed  by  the  chairman. 

The  following  named  gentlemen  were  appointed  on  this  committee :  8.  R. 
Curtis.  Jesse  L.  Williams,  P.  H.  Sibley,  Springer  Harbaugh,  and  'l^imothy  J. 

On  motion  of  Mr.  George  Ashmun.  it  wa.s  resolved  that  the  Pacific  railroad 
committees  of  each  house  of  Congress  be  invited  to  attend  t>'"  meetin-s  of  the 
board.  " 

Invitations  to  this  effect  were  accordingly  sent  by  the  chairman 

On  motion  of  Mr.  Charles  T.  Sherman,  it  was  resolved  that  when  the  board 
adjourn,  it  be  to  meet  at  10  a.m.,  February  2,  that  early  hour  being  selected  to 
accommodate  the  congressional  committees 

On  motion  of  Mr.  Charles  T.  Sherman,  it  was  resolved  that  a  committee  oi' 
three  be  appointed  by  the  chairman  to  report  whether  any  additional  con- 
gressiona  legislation  be  desirable  in  connexion  with  the  action  of  the  board. 

Ihe  loUowing  named  gentlemen  were  appointed  on  this  committee  :  Charles 
1.  Sherman,  George  Ashmun,  Wm.  M.  White. 

A  debate  then  ensued  as  to  the  organization  of  the  board,  especially  as  to 
whether  those  present  who  were  not  government  ofScers,  but  only  represented 
the  companies,  were  authorized  to  vote.  The  question  was  decided  in  the 
negative  by  the  chairman,  who  referred  to  the  instructions  under  which  the 
board  was  organized. 

A  debate  as  to  the  character  of  road  that  should  be  built  then  ensued,  par- 
ticipated in  by  Messrs.  Shoemaker,  Ames,  Williams,  the  chairman  and  others. 

At  half  past  two  o'clock  p.  in.  the  board  adjourned,  to  meet  again  at  10 
o'clock  a.  m.,  February  2. 

Washington,  February  2,  1866. 

In  pursuance  of  adjournment,  the  second  meeting  of  the  board  was  held  at  10 
0  clock  a.  m. 

In  addition  to  members  at  the  previous  meeting,  the  Hon.  Hiram  Price,  of 
Iowa,  chairman  of  House  committee  on  Pacific  railroad ;  Hon.  J.  P.  Usher 
attorney  for  Union  Pacific  railway,  eastern  division,  and  others,  were   present! 

Atter  the  board  had  been  called  to  order  the  minutes  of  the  last  meeting  were 

Mr.  Huntington  called  attention  to  the  fact  th.-jt  the  Central  Pacific  railroad 
was  not  represented  in  the  committee  on  legislation. 


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On  motion  of  Mr,  Sherman,  it  was  resolved  that  the  committee  on  legislation 
be  increased  to  four  membero  by  the  addition  of  Mr.  Sibley,  commissioner  on 
Central  Pacific  railroad. 

A  debate  then  ensued,  participated  in  by  General  Curtis,  Mr.  Williams,  and 
others,  as  to  the  duties  of  the  committee  to  whom  replies  to  circular  No.  2  and 
other  papers  had  been  refened. 

On  motion  of  Mr.  Williams,  it  was  resolved  that  flaid  committee  be  the  busi- 
ness committee  of  the  board,  and  that  the  chairman  be  ex  officio  a  member  of  it. 

A  debate  then  followed  on  the  subject  of  establishing  a  standard— the  prac- 
tical objections  to  it  on  the  one  hand,  and  the  importance  of  securing  a  good 
road,  and  of  uniformity  of  action  on  the  part  of  all  concerned,  on  the  other.  It 
was  participated  in  by  nearly  every  member  of  the  board. 

On  motion  of  Mr.  Ashmun,  at  1  p.  m.,  it  was  resolved  that  the  board  adjourn, 
to  give  the  committees  an  opportunity  to  prepare  their  reports. 

Washi.\gto.\,  February  3,  1866. 

The  third  meeting  of  the  board  was  held  at  11  a.  m.  After  it  had  been 
called  to  order  the  minutes  of  the  last  meeting  were  read. 

General  Curtis,  aa  chairman  of  the  business  committee,  then  read  its  report 
on  a  standard  to  be  recommended  for  tbe  construction  of  the  Pacific  railroad. 

Mr.  Shoemaker  suggested  that  the  report  be  so  amended  that  bridges  could 
be  accepted  if  the  masonry  had  been  commenced. 

After  some  discussion  the  following  proviso  was  agreed  upon  and  inserted  in 
the  report : 

"  Provided,  That  temporary  trestles  may  be  adopted  upon  assurances,  to  the 
satisfaction  of  the  commissioners,  that  stone  abutments  will  be  substituted  im- 
mediately after  the  lines  shall  be  opened,  so  that  stone  can  be  transported 
thereon." 

A  debate  followed  as  to  the  credentials  of  some  of  the  representatives  of  com- 
panies present,  participated  in  by  the  chairman,  General  Curtis,  and  others. 

On  motion  of  General  Curtis,  it  was  resolved  that  technicalities  be  waived, 
and  that  representatives  of  the  companies  present  be  allowed  to  give  their  opin- 
ions. ^ 

A  clause  in  the  report  of  the  business  committee  recommended  that  the  com- 
missioners inspect  the  location  of  the  work  before  construction  was  commenced. 
Messrs.  Curtis,.  Pomeroy,  Sibley,  Shoemaker,  and  others,  gavb  their  views  at 
some  length  on  this  clause.    It  was  finally  resolved  that  it  be  left  ont. 

On  motion  of  Mr.  Ashmun,  it  was  resolved  that  the  report  of  the  business 
committee  be  read  and  debated  by  sections. 

The  preamble  and  succeeding  sections  on  grades  and  curves  were  then  read 
and  adopted. 

The  section  on  embankments  and  excavations  was  then  read.  It  was  ob- 
jected to  by  Mr.  Shoemaker,  and  a  debate  followed  as  to  the  proper  width  for 
cuts  at  the  grade  line,  participated  in  by  Messrs.  Curtis,  Williams,  Sibley,  and 
the  chairman. 

A  motion  was  made  that  the  section  on  embankments  and  excavations  be 
amended ;  which  was  not  agreed  to  :  Yeas,  4— Messrs.  Curtis.  White,  Sibley,  and 
Smith.  Nays,  6— Messrs.  Simpson,  Ashmun,  Williams,  Harbaugh,  Carter,  and 
Sherman. 

The  next  two  sections,  relating  to  mechanical  structures  and  ballasting,  were 
then  read  and  adopted  without  dissent. 

The  section  relating  to  cross-ties  was  then  read.  One  paragraph  in  the  report 
recommended  that  "sawed  ties  should  not  bo  less  than  6  inches  thick,  8  inches 
wide,  and  8  leet  long,  nor  less  than  2,400  to  the  m.ile." 

This  was  objected  to  by  Mr.  Shoemaker,  and  the  subject  was  discussed  by 
Messrs.  Williams,  Shoemaker,  Sibley,  Carter,  and  others. 


/ 


\ 


9 


'. 


During  this  debate  Mr.  Smith  stated  that  it  was  necessary  for  him  to  leave- 
that  he  was  satisfied  with  the  report;  that  it  was  a  reasonable  common-senso 
document,  and  that  he  wished  his  name  recorded  on  the  vote  in  its  favor.  He 
then  proposed  the  following  as  a  conclusion  to  the  report,  which  was  agreed  to 
and  added  to  it :  ° 

"  It  is  the  aim  of  this  board  to  secure  all  these  objects,  and  it  is  also  our  belief 
that  they  are  not  incompatible,  it  being  only  necessary,  on  the  part  of  the  govern- 
naent,  to  insist  upon  the  reasonable  requirements  embodied  in  this  report,  to  hasten 
the  completion  of  the  great  work,  and  at  the  same  lime  adapt  it  to  the  hit'h 
public  interest  which  it  is  intended  to  subserve."  * 

On  motion  of  Mr.  Williams, it  was  resolved  that  the  paragraph  be  amended  so 
as  to  require  2,500  ties  per  mile,  of  not  less  than  7-inch  face,  if  sawed  :  Yeas,  6— - 
Messrs.  Simpson,  Ashmun,  Williams,  Harbaugh,  Carter,  and  Sherman.  Nays,  3— 
Messrs.  Curtis,  White,  and  Sibley. 

The  section  relating  to  rails  was  then  read.  One  paragraph  recommended 
that  if  found  impracticable  to  use  the  fish-joint  immediately,  holes  should  be 
punched  in  the  ends  of  the  rails  so  that  fish-plates  might  be  used  afterwards. 
^  This  was  objected  to  by  some  of  the  members ;  and  on  motion  of  Mr.  Harbaugh, 
1?  u^^  '■^solved  that  the  clause  recommending  holes  to  be  punched  in  rails  for 
fish-plates  be  left  out.     The  section  relating  to  rails  was  then  adopted. 

The  section  relating  to  side  tracks  was,  after  some  debate,  amended  to  read 
"eight  feet  apart  in  the  clear  between  the  rails,"  instead  of  "  ten  feet,"  as  at  first 
written. 

On  motion  of  Mr.  Sibley,  the  section  relating  to  rails  was  reconsidered,  but 
after  being  debated  by  Messrs.  Sibley,  Williams,  Curtis,  and  Huntington,  was 
not  altered.  The  next  two  sections,  on  sidings,  as  previously  amended,  and  on 
rolling  stock,  were  passed  without  debate. 

The  section  relating  to  buildings  was  then  read,  and,  at  Mr.  Shoemaker's  re- 
quest, after  "engine-houses  and  repair  shops  "  the  words  "at  the  principal  sta- 
tions "  were  inserted.    As  thus  amended  the  section  passed. 

The  concluding  section  was  then  read. 

At  the  suggestion  of  Mr.  Shoemaker,  an  amendment  was  proposed  by  the  in- 
sertion of  a  general  proviso,  as  follows : 

"The  limitations  contained  in  this  report  are  not  intended  to  interfere  with 
the  work  already  commenced,  or  materials  delivered  or  in  transitu,  but  all  such 
cases  are  left  subject  to  the  inspection  of  the  commissioners,  whose  duty  it  shall 
be  to  inspect  the  work  " 

Messrs.  Williams,  Harbaugh,  and  the  chairman  objected  to  the  ameinlment, 
and  it  was  lost. 

The  concluding  section,  with  the  additional  paragraph  proposed  by  Mr.  Smith, 
was,  after  some  further  debate,  adopted. 

On  motion  of  General  Curtis,  it  was  resolved  that  where  the  v/ord  "shall" 
occurs  in  the  report,  it  be  made  to  read  "should"  or  "may,"  and  that  for  the  word 
"convention"  be  substituted  the  word  "board." 

On  motion  of  Mr.  Ashmun,  the  report  was  recommitted  to  the  business  com- 
mittee to  engross  and  present  ut  the  next  meeting. 

On  motion  of  General  Curtis,  at  4  p.  m.,  tlie  board  adjourned  to  meet  again  at 
10  p.  m.,  February  5th.  * 

Washington,  February  5,  1866. 

The  fourth  and  last  meeting  of  the  board  was  held  at  11  a.  m.  After  it  had 
been  called  to  order  the  minutes  of  the  previous  meeting  were  read. 

General  Curtis,  as  chairman  of  the  business  committee,  read  its  report  as 
amended  at  the  previous  meeting. 

Mr.  Williams  suggested  that  the  paragraph  relating  to  sawed  ties  be  amended 


'■  1 


f 


1 
] 


10 


/ 


\ 


to  read,  "If  sawed,  tliey  should  not  be  less  than  eight  inches  wide,  and  not  less 
than  2,400  per  mile,  or  such  number  as  will  have  the  same  bearing  surface,  pro- 
vided that  if  any  sawed  ties  have  been  already  delivered  or  contracted  for,  only 
seven  inches  wide,  they  may  be  laid  down." 

On  motion  of  Mr.  White,  the  amendment  was  adopted  unanimously. 

At  the  suggestion  of  Mr.  Harbaugh,  and  on  motion  of  Mr.  Williams,  the  follow- 
ing addition  was  made  to  the  report : 

"Wherever  cattle-guards  and  road-crossings  are  necessary  they  should  be 
made." 

On  motion  of  Mr.  Sherman,  the  report  of  business  committee,  aa  finally 
amended,  was  then  adopted  unanimously  by  the  board. 

REPORT  OF  BUSINESS  COMMITTEE. 

Your  committee,  to  whom  were  referred  various  communications  of  ex- 
perienced and  scientific  engineers  concerning  a  suitable  standard  for  the  work 
on  the  Pacific  railroad  and  its  several  branches,  and  to  whom  was  also  assigned 
the  duty  of  presenting  to  the  board  proper  subjects  for  its  consideration,  as 
contemplated  by  the  call  of  the  honorable  the  Secretary  of  the  Interior,  have 
the  honor  to  present  the  following  report : 

The  various  locations  through  which  the  Pacific  railroad  and  its  branches  are 
destined  to  run  occupy  such  a  variety  of  country  as  to  render  a  specific  style  of 
work  suited  to  all  localities  extremely  diiHcult.  The  topographical  features  of 
the  surface,  the  great  variety  of  soils  and  lower  strata  of  the  earth,  the  singu- 
lar variety  of  climate  as  to  cold  and  heat,  wet  and  dry,  all  have  to  be  con- 
sidered' indetermining  details  of  location,  materiat, '^nd  form  of  the  work.  It 
was,  probably,  because  of  these  difficulties  the  laws  of  Congress  authorizing  the 
construction  give  only  general  or  very  meagre  specifications  as  to  the  details  of 
the  Pacific  railroad. 

But  your  committee,  after  availing  themselves  of  the  views  expressed  by  the 
several  engineers  to  which  they  have  referred,  and  in  contemplation  of  the 
reasonable  construction  of  the  law  of  Congress,  recommend  to  the  board  the 
adoption  of  the  following  general  rules  as  those  which  should  govern  all  parties 
engaged  in  directing,  constructing,  or  accepting  the  work: 

Every  step  taken  in  the  work,  and  especially  in  the  location  of  lines  and 
grades,  should  be  adapted  to  ultimate  perfection,  whatever  may  be  immediate 
interests  or  necessities,  so  as  to  secure  to  the  nation  a  grand  and  complete 
structure,  every  way  worthy  of  our  country  and  honorable  to  the  distinguished 
men  who  involve  their  capital  and  energies  in  so  vast  an  enterprise. 

LOCATION. 

Great  care  should  be  observed  in  the  determination  of  the  general  and  de- 
tailed location  of  the  main  line  and  branches,  so  as  to  secure  th^  shortest  lines 
consistent  with  economical  grades  to  the  most  desirable  passes  oi  ihe  mountain 
ranges.  The  law  names  but  few  points ;  still  it  is  clearly  the  interest  of  the 
government  and  not  prejudicial  to  the  companies  to  determine  such  points  as  a 
great  general  line  should  have,  so  as  to  unite,  as  far  as  possible,  all  the  great 
ultimate  purposes  of  a  central  and  convenient  channel  for  the  commerce  of 
nations  that  is  likely  to  traverse  the  road. 

With  this  general  view  of  the  work,  careful  and  extended  surveys  should  be 
made  and  well  considered. 

GKADBS   AND  CURVES. 

While  the  law  makes  the  grades  and  curves  adopted  on  the  Baltimore  and 
Ohio  railroad  a  standard,  this  is  only  to  be  considered  as  a  limit  to  be  adopted 


lU 


/ 


N 


11 


in  mountain  districts.  To  introduce  grades  of  116  feet  per  mile,  or  curves  as 
sharp  as  400  feet  ladiua,  on  other  parts  of  the  road,  would  manifestly  violate 
the  spirit  and  intent  of  the  law.  Grades  and  curves  should  be  settled  upon 
principles  of  true  economy  and  adaptation,  based  upon  careful  scientific  and 
practical  investigations,  having  due  regard  both  to  cost  of  construction  and 
future  working  of  the  road. 

It  is  safe  to  say,  in  advance,  that  on  the  Platte  and  Kansas  valleys,  and  on 
similar  smooth  valleys  or  level  plains,  no  grade  should  exceed  thirty  feet  eleva- 
tion per  mile. 

EMBANKMENTS  AND  EXCAVATIONS. 

In  all  parts  of  the  main  line  of  road  or  branches,  embankments  should  not 
be  less  than  fourteen  feet  wide  at  the  grade  line.  Excavations,  if  the  cuts  are 
lengthy,  should  be  twenty-six  feet  wide,  and  in  shorter  cuts  at  least  twenty- 
four  feel ;  thus  leaving  in  all  cases  room  for  continuous  side  ditches  of  ample 
depth  and  wi3th,  so  as  to  secure  that  most  essential  requisite,  a  well-drained 
road-bed.  Rock  excavations  should  be  not  less  than  sixteen  feet  wide,  and  all 
tunnels  should  be  excavated  for  a  double  track.  Slopes  of  earth  embankments 
should  be  one  and  a  half  base  to  one  rise.  Excavations,  except  in  rock,  should 
Lave  slopes  from  one  to  one  and  a  half  base  to  one  rise,  depending  upon  the 
material ;  or  if  steeper,  tlien  to  have  increased  width  at  grade,  so  as  to  remove 
the  same  quantity  of  earth  contained  within  the  slopes. 

MECHANICAL  STRUCTURES. 

Culverts  and  abutments  for  bridges  and  drains  should  be  of  stone,  whenever 
a  durable  article  can  be  obtained  within  a  reasonable  distance — say  from  five  to 
eight  miles,  depending  upon  circumstances ;  provided  that  temporary  trestles 
may  be  adopted  upon  assurances,  to  the  satisfaction  of  the  commissioners,  that 
atone  abutments  will  be  substituted  immediately  after  the  line  shall  be  opened, 
so  that  stone  can  be  transported  thereon.  But  if  good  stone  be  too  remote,  then 
hard-burned  brick  or  wooden  trestle  work  may  be  adopted.  The  wood  to  be  of 
the  most  durable  character  the  country  will  afford ;  and  the  wood  or  brick  to  be 
replaced  by  stone  when  that  material  can  be  conveyed  conveniently  by  rail. 
Bridges  of  stone,  or  iron  or  wood,  (such  as  the  Howe  truss,  or  other  equally  good 
structure,)  should  be  used  at  the  discretion  of  the  company. 

BALLASTING. 

A  railroad  cannot  be  considered  complete  until  it  is  well  ballasted.  If  com- 
posed of  gravel  or  broken  stone  it  should  be  from  12  to  24  inches  thick,  depend- 
ing on  the  lower  material.  In  view  of  the  settling  of  new  embankments,  which 
require  time  and  rains  before  ballasting  can  be  properly  placed,  and  also  in 
view  of  the  number  of  miles  required  by  the  law  to  be  constructed  annually,  the 
perfect  finish  of  the  road-bed  in  this  respect  must  be  progressive  and  the  work 
of  time.  Yet  it  is  the  opinion  of  the  board  that  such  work  of  perfecting  the 
ballast  must  proceed  as  usual  on  first-class  railroads ;  otherwise  subsequent  sec- 
tions should  not  be  accepted,  because  the  whole  work  is  not  then  being  carried 
forward  as  a  great  Pacific  railroad,  such  as  the  law  contemplates. 


CROSS-TIES. 


Oak  or  other  suitable  timber  should  be  used,  where  it  can  be  obtained  with 
reasonable  tvanppnrtatinn.  "When  such  timber  cannot  be  had  for  all  the  ties  at 
reasonable  cost,  then  the  best  the  country  affords  may  be  adopted ;  but  if  it  be 
Cottonwood,  or  similar  soft  material,  itmust  be  Burnettizcd  or  kyanized  thoroughly 


12 

80  as  to  increase  its  durability.  But  in  all  cases  the  joint  tie  should  be  of  oak, 
or  other  suitable  timber,  the  better  to  hold  the  spikes  at  these  points.  There 
should  be  at  least  2,400  ties  to  the  mile.  They  should  be  eight  feet  long,  six 
inches  thick,  and,  if  hewn,  six  inches  on  the  face.  If  sawed,  they  should  not  be 
less  than  eight  inches  wide  and  not  less  than  2,400  per  mile,  or  such  number  as 
will  havci  the  same  bearing  surface,  provided  that  if  any  sawed  ties  have  been 
already  delivered  or  contracted  for  only  seven  inches  wide,  they  may  be  laid 
down. 

RAILS. 

These  are  to  be  of  American  iron,  as  required  by  law,  of  the  best  quality,  and 
should  weigh  sixty  pounds  to  the  yard.  But  in. consideration  of  the  great  cost 
of  transportation  from  the  present  location  of  rolling  mills  to  the  remote  sections 
of  this  road,  iron  may  be  adopted  which  weighs  only  fifty-six  pounds  to  the  yard. 
In  mountain  districts,  however,  where  heavier  engines  will  be  used,  not  less 
than  sixty-pound  rails  should  be  adopted;  provided  that  if  any  of  the  companies 
have  on  hand  or  in  transitu,  or  contracted  for,  any  rails  of  different  weight  from 
that  herein  specified,  and  not  under  fifty  pounds  per  yard,  such  rails  may  be 
used.  The  rails  should  be  attached  to  each  tie  by  spikes  driven  on  both  sides 
of  the  rail.  As  the  nearest  approximation  to  a  continuous  rail,  the  so-called 
fish-joint  is  preferred  and  recommended;  but  if  found  that  it  will  retard  the 
progress  of  the  work,  the  common  American  wrought-iron  chair  may  be  used. 

SIDINGS. 

The  length  of  side  tracks  should  be  at  least  six  per  cent,  of  the  line  completed, 
to  be  increased  as  the  number  of  passing  trains  shall  demand.  Side  tracks  should 
also  be  laid  eight  feet  apart  in  the  clear  between  the  rails.  Wherever  cattle- 
guards  and  road-crossings  are  necessary  they  should  be  made. 


/ 


ROLLING  STOCK. 

Locomotive  engines  and  cars  must  be  provided  in  liberal  proportion  to  the 
traffic  and  the  convenient  construction,  to  be  increased  from  time  to  time  as  the 
completion  of  additional  flections  and  the  increase  of  business  seem  to  require. 

BUILDINGS. 

Engine-houses,  repair  shops,  and  station  buildings  should  be  adapted  to  the 
wants  of  the  service. 

At  the  opening  of  business,  the  extent  and  capacity  of  buildings  may  be  only 
such  as  to  provide  liberally  for  the  existing  rolling  stock  and  the  business  of  the 
road,  and  such  probable  early  increase  as  may  seem  likely ;  yet  the  plans  in  all 
cases,  both  as  to  the  buildings  and  grounds,  should  be  arranged  for  prospective 
enlargements  and  extensions  equal  to  any  future  business  of  the  road,  the 
buildings  at  first  erected  forming  appropriate  parts  of  a  complete  and  systematic 
whole. 

Engine-houses  and  repair  shops  at  the  principal  stations  must  in  all  cases  be- 
of  stone  or  brick,  with  good  stone  foundations.  The  covering  should  be  slate 
or  metallic,  to  guard  as  far  as  possible  against  fire. 

Water  stations  should  be  erected  at  convenient  distances  to  suit  the  wants  of 
the  trains. 

Extensive  and  convenient  locations  of  ground  should  be  procured  to  accom- 
modate a  future  large  business,  and  the  proper  titles  should  be  carefully  secured. 
All  this  is  the  more  desirable,  .ia  lands  are  now  easily  obtained  at  moderate 
prices. 


/ 


13 


In  these  specifications  it  ia  believed  that  nothing  is  required  which  may  not 
be  regarded  as  essential  to  a  commodious  and  complete  railroad.  Nothing  is 
proposed  to  retard  the  progress  of  the  companies.  The  importance  and  public 
desire  for  accelerated  movement  have  been  fully  appreciated,  and  the  board 
earnestly  desires  to  favor  and  foster  the  energy  and  fidelity  which  now  seems 
to  animate  those  engaged  in  the  construction.  But  while  guarding  against 
delay  on  one  hand,  the  public  interests  require,  on  the  other,  a  substantial  and 
complete  work,  and  the  highest  perfection  of  track  reasonably  attainable  on  a 
new  road  is  expected  and  projected  as  the  standard  to  which  the  workmen  are 
to  arrive.  The  argument  in  favor  of  speedy  construction  must  be  subordinate 
to  the  substantial  objects  of  the  road,  and  the  government  must  be  certain  to 
have  a  work  that  will  convey  her  mails,  troops,  and  munitions  of  war,  and  com- 
merce of  the  country  with  entire  certainty,  celerity,  and  convenience.  It  is  the 
aim  of  this  board  to  secure  all  these  objects,  and  it  is  also  our  belief  that  they 
are  not  incompatible,  it  being  only  necessary  on  the  part  of  the  government  to 
insist  upon  the  reasonable  requirements  embodied  in  this  report  to  hasten  the 
completion  of  the  great  work,  and  at  the  same  time  adapt  it  to  the  high  public 
interest  which  it  is  intended  to  subserve. 


Mr.  Sherman,  as  its  chairman,  then  read  the  following  report  of  committee 
on  legislation : 

"  The  committee  to  whom  was  referred  the  subject  of  legislation  on  the  matters 
under  consideration  by  this  board  respectfully  report :  That  the  results  arrived 
at  cannot  properly  be  enacted  in  the  form  of  a  statute,  and  we  therefore  do  not 
deem  it  advisable  for  us  to  ask  any  legislation  from  Congress  at  the  present 
time. 

"  We,  however,  deem  it  proper  to  suggest  that  it  is  possible  legislation  may 
be  proposed  hereafter,  and,  in  that  case,  this  committee  should  be  chai'ged  with 
the  duty  of  giving  its  attention  to  the  proposed  action." 

On  motion  of  Mr.  Ashmun,  this  report  was  adopted. 

The  following  papers  were  submitted  by  different  members  of  the  board,  and 
their  motions  to  have  them  filed  with  its  records  were  adopted  : 

Letter  from  Philip  S.  Justice  to  Hon.  Springer  Harbaugh  in  relation  to  steel 
rails — Appendix  N. 

Letter  from  Wm.  P.  Shinn  to  Hon.  M.  Welker  in  relation  to  fish  joints,  and 
letter  from  Hon.  M.  Welker  to  Hon.  Chas.  T.  Sherman  transmitting  the  same. — 
Appendix  0. 

Letter  from  T.  C.  Durant,  esq.,  vice-president  Union  Pacific  railroad,  to 
Colonel  Simpson — Appendix  P. 

Telegram  from  H.  H.  Gardner  to  J.  L.  Williams  in  relation  to  fish  joints — 
Appendix  Q. 

On  motion  of  Mr.  Ashmun,  it  was  resolved  that  the  remarks  made  during 
debates  be  omitted  from  the  minutes  of  the  board. 

Messrs.  Shoemaker  and  McCook  then  expressed  their  appreciation  of  the 
courtesy  shown  to  representatives  of  the  various  companies  by  the  chairman 
and  board. 

On  motion  of  Mr.  Ashmun,  the  following  resolution  was  passed  unanimously: 

"  Resolved,  That  we  desire  to  express  the  thanks  of  this  board  to  the 
officers  and  representatives  of  the  diU'erent  companies  engaged  in  building  the 
Pacific  railroad,  who  have  attendt'd  our  meetings,  and  have  given  valuable 
information  to  enab!?  Am  board  to  arrive  at  its  results ;  and  also  to  express 
our  great  satisfactio  ..  i  the  earnest  and  vigorous  efforts  which  the  several 
companies  engaged  in  the  prosecution  of  the  great  work  they  have  in  hand 
are  making  to  press  it  forward  to  as  speedy  and  creditable  completion  as  the 
means  within  their  power  will  justify." 


\ 


14 

Tho  board  then  called,  ia  a  body,  on  the  Hon.  Secretary  of  the  Intterior  to 
pay  their  respects.  After  btating  to  him,  through  their  cimirman,  that  their 
labors  had  been  ended  in  a  manner  mutually  satisfactory,  and  his  expressing 
gratification  at  the  result,  the  convention  adjourned  sine  die. 

J.  H.  SIMPSON, 
Lieut.  Col.  Corps  Engineers,  Gov't  Com'r  and  Chairman. 

S    R.  CURTIS, 
Com'r  U.  P.R.R,  and  U.  P.  R.,  E.  D. 
WM.  M.  WHITE, 

Cofnmissioner  U.  P.  R.  R. 
P.  H.  SIBLEY, 

Com'r  Central  P.  R.  R. 
P.  SMITH, 

Com'r  U.  P.  R.,  E.  D. 
ASHMUN, 

Gov't  Director  U.  P.  R. 
JESSE  L.  WILLIAMS, 

Gov't  Director  U.  P.  R 
SPRINGER  HARBAUGU, 

Gov't  Director  U.  P.  R. 
T.  J.  CARTER, 

Gov't  Director  U.  P.  R.  R. 
CHAS.  T.  SHERMAN. 

Gov't  Director  U.  P.  R.  R. 
John  R.  GtLLiss,  Secretary. 


/ 


WM. 
GEO. 


R. 
R. 


R. 


APPENDIX  A. 


Dkpartmbnt  of  the  Interior,  Engineer  Office, 

Washington,  D.  C,  September  8,  1865. 

Sir  :  A  board,  to  consist  of  the  government  commissioners,  directors  and 
engineer  of  the  Pacific  railroad,  will  convene  in  this  city,  at  12  meridian  on  the 
10  th  day  of  January  next,  at  this  office,  for  the  purpose  of  adopting  some  uni- 
form standard  of  road  to  which  the  several  companies  organized  under  the  acts 
of  July  1,  1862,  and  July  2,  1864,  shall  conform. 

You  are  hereby  respectfully  requested  to  attend  at  the  time  and  place  desig- 
nated, and  the  Secretary  would  bo  pleased  to  be  informed,  both  by  telegraph  and 
letter,  if  you  will  be  able  to  comply. 

I  am,  very  respectfully,  your  obedient  servant, 

J.  H.  SIMPSON, 
Lieutenant  Colonel  Engineers,  in  charge 
Hon,  P.  H.  Sibley, 

Government  Cotn'r  Central  Pacijic  R.  R.  Co.,  \ 

San  Francisco,  California. 

Same  as  the  above  sent  to  Hon.  Josiah  Johnson,  Sacramento,  California,  and 
Hon,  F.  F.  Low,  San  Francisco,  California,  commissioners  Central  Pacific  rail- 
road. Subsequent  to  this  letter  similar  requests  were  sent  to  the  government 
commissioners  and  directors  of  the  Union  Pacific  railroad,  and  to  the  govern- 
ment commissioners  on  the  Union  Pacific  railway,  eastern  division ;  and  the 
day  for  the  meeting  was  postponed  to  February  1. 


/ 


s 


15 


APPENDIX  B. 

Dkpautmkxt  ok  thr  Interior,  Enoixbbr  Office, 

Washington,  D.  C,  January  24,  1866. 

Sir  :  The  honorable  Secretary  of  the  Interior  has  instructed  me  to  inform  you 
that  a  convention  of  the  government  directors,  commissioners,  and  engineer 
will  be  held  in  this  city  on  the  first  proximo,  to  fix  a  standard  for  the  Pacific 
railroad  and  branches,  and  that  you  are  invited,  by  proxy  or  otherwise,  to 
attend. 

I  am,  sir,  very  respectfully,  your  obedient  servant, 

J.  H.  SIMPSON, 
Lieutenant  Colonel  Engineers. 

Hon.  S.  C.  POMBROY, 

President  Atchison  Branch  Union  Pacific  Railroad, 

United  States  Senate. 

A  similar  letter  to  the  above  was  sent  to  the  following  persons  :  Jno.  D. 
Perry,  esq.,  president  Union  Pacific  railway,  eastern  division,  St  Louis,  Missouri ; 
and  John  J.  Blair,  esq.,  president  Sioux  City  and  Pacific  Railroad  Company, 
New  York  city. 


APPENDIX   C. 

Department  of  the  Interior, 

WasJiington,  D.  C,  Fchrnary  1,  1866. 

A  board,  consisting  of  the  government  directors,  commissioners  and  engineer' 
will  meet  to-day  at  12  m.  in  the  Washington  Aqueduct  building,  for  the  purpose 
of  consulting  together  and  fixino"  a  standard  to  which  the  Union  Pacific  Rail- 
road Company  and  branches  and  the  Central  Pacific  Railroad  Company  shall 
conform.  Lieutenant  Colonel  J.  H.  Simpson,  corps  engineers,  government 
engineer,  will  preside  over  the  board,  and  Mr.  John  R.  Gilliss,  assistant  engi- 
neer, will  record  the  proceedings,  which  will  be  reported  to  this  department. 

JAS.  HARLAN,  Secretary. 


APPENDIX  D 

In  order  that  the  deliberations  of  the  board  might  be  aided  by  the  experience 
of  the  best  engineering  talent  of  the  country,  cop  es  of  the  following  circular 
were  sent  to  forty-five  of  the  leading  engineers,  railway  superintendents,  &c. 

It  is  much  to  be  regretted  that  the  majority  of  the  engineers  to  wliom  the 
circular  was  sent  either  did  not  receive  or  did  not  find  time  to  reply  to  it ; 
since  the  answers  from  thdse  who  did  reply  contain  an  amount  of  information 
on  railroad  construction  seldom  met  in  suth  a  condensed  form. 

Certain  questions  were  asked  in  the  circular  to  indicate  points  on  which 
information  was  especially  desired;  but  it  was  not  intended  to  confine  the 
replies  to  these  questions,  and  it  will  be  seen  that  most  of  the  engineers  used 
the  questions  simply  as  guides  for  the  general  arrangement  of  their  answers, 
and  (complied  with  the  request  that  they  would  give  their  views  on  other  points 
having  an  important  bearing  on  the  subject. 


16 


(  CIRCULAR  No.  2.) 

Department  of  the  Interior,  ENorNEER  Office, 

Washington,  D.  C,  December,  1865, 

It  being  desirable  to  estab'ish  a  standard  to  which  the  Pacific  and  other 
railroads  in  wluch  the  government  has  an  interest  shall  bo  made  to  conform,  I 
am  instiuctcd  by  the  Hon.  James  Harlan,  Secretary  of  the  Interiur,  to  solicit 
your  opinioiia  (.n  any  of  the  following  points  which  your  expoiieiice  and  obser- 
vations will  enable  you  to  give  : 

1st.  Weight  of  rail  for  a  firtst-class  road,  relative  durability  of  rails  of  differ- 
ent weights  with  same  traffic,  best  cross  section  for  same,  and  merits  of  different 
varieties  of  American  iron. 

2d.  Best  plan  for  chairs,  spikes,  or  other  joint  fastenings. 

3d.  Dimi.nsions  of  and  distances  between  ties. 

4th.  Width  of  road-bed  at  grade,  in  excavation  and  embankment,  dimensions 
of  side  ditches  in  the  former,  depth  of  ballast,  and  expense  per  mile  it  would 
be  worth  mcurrino  to  get  it. 

5th.  Rtlative  advantages  of  differ(>nt  plans  and  materials  for  railroad  bridges 
btli.   Weight  and  other  characteristics  of  engines  and  rolling  stock  suitable 

tor  a  large  business  and  different  grades 
7th    '^ 

ties. 

In  the  above,  interest  on  first  cost  is  to  be  considered  in  connexion  with 
expense  of  repairs  and  deterioration,  so  that  their  annual  sum  shall  be  a 
minimum. 

Your  views  on  these  points,  as  well  as  on  any  others  having  an  important 
bearing  on  the  subject,  are  desirable,  in  order  that  they  may  be  laid  before  a 
meeting  of  the  government  commissioners,  directors,  and  engineer  of  Pacific 
railroad,  early  in  January  next,  and  should,  if  possible,  be  sent  to  this  office 
belore  the  first  of  January.  They  will  be  very  valuable  in  aiding  the  govern- 
ment in  establishing  such  a  standard  for  these  roads  that,  when  finished,  they 
will  subserve  the  purposes  for  which  they  are  built,  and  be  a  credit  to  the 
nation. 

Please  address  me  under  cover  to  the  Secretary  of  the  Interior. 
I  am,  very  respectfully,  your  obedient  servant, 

J.  H.  SIMPSON, 
m    J^f'  Col.  Engineers.    . 


Ratio  in  which  rails  and  rolling  stock  deteriorate  with  different  veloci- 


APPENDIX  E. 

Quartermaster  General's  Office, 

Washington,  D.  C,  December  26,  1865. 
Colonel  :  I  have  to  acknowledge  the  receipt  of  a  copy  of  circular  Vo.  2, 
soliciting  on  the  part  of  the  Hon.  James  Harlan,  Secretary  of  the  Interior,  my 
opinion  on  any  of  several  points  in  relation  to  the  construction  of  a  "first-class 
railroad,  with  a  view  to  establish  a  standard  for  the  construction  of  the  Pacific 
railroad. 

•i^^^^u^^-^jP""'*'  *''^  '•'^^''t'^'e  advantages  of  different  plans  and  materials  for 
railroad  bridges,  is  the  only  one  upon  which  I  have  time  to  offer  any  opinions. 
Upon  all  the  others  you  will  doubtless  receive  information  from  persons  engaged 
in  the  construction  and  w-rking  of  railro.^ds.  Most  of  them  are  indefinite. 
Itie  heavier  and  stronger  the  construction,  th".  better  and  more  durable.    Finan- 


17 

cial  cmsi.lorationa  finally  fix  tlio  limit  of  wei-ht  and  excellence  of  track, 
boyond  which  even  the  govrriiincnts  of  the  Old  World,  in  railroad  conf-trnction, 
do  not  iro  I  cannot,  however,  t).  ntron-ly  urge  the  ifui)ort;incn,  in  view  of 
safety  and  nltimnte  economy,  of  requiring  all  the  bridges  t)  be  built  of  ptTma- 
nent  anrl  durable  mateiialrf.  Stone,  brick,  wrought  and  cast  iron  alone  should 
be  p.  rmUt  .(1  to  enter  int .  th.-  main  features  of  constniction,  wood  being  admit- 
ted only  under  the  rail.s  for  the  a.ike  <.f  giving  elasticity  to  the  track. 

Ihe  experience  v.i'  the  French  engineers  has  shown  that  it  is  not  nece83*ary, 
in  Older  to  budd  stone  arclied  bri.lgcs  of  considerable  span,  to  use  expensive 
cntstone  masonry.  There  are  arches  of  ninety  feet  span,  and  even  longer,  built 
ot  brick  and  of  rubble  masonry,  which  stand  secure.  There  is  no  difficulty 
with  a  sound,  strong  stone,  breaking  into  reasonably  good  shapes,  in  constru-t- 
ing  a  stone  bridge  with  arches  of  120  feet  span  entirely  of  rubble  masonry,  '  nd 
in  a  strong  cement  mortar. 

Cast  and  wrought  iron  bridges  can  be  prepared  in  the  workshops  of  the 
settled  districts  ot  the  country,  and  sent  bv  rail  t.)  their  destination.  Temporary, 
cheap  trestle  bridges,  sufh  as  served  to  supply  the  armies  in  the  field  duri/- 
1  ^on''^'' •1'^'""  "''  **'^  raili'oads  operated  by  the  Quartermaster's  de{)artme.:t! 
1,700  rnihsm  extent,  can  be  erected  and  used  to  forward  the  necessary  material 
tor  erecting  permanent  stone  or  iron  structures. 

I  prefer,  when  it  is  possible  to  erect  without  too  great  expense  proper  abut- 
ments, bridges  supported  upon  arched  ribs  of  cast  or  wrought  iron,  tolhefi-amcd 
structures  so  generally  used  in  this  country  and  Great  Britain. 

The  French  have  many  such,  of  which  the  later  wrought-iron  bridges  over 
the  Seine  at  Paris,  and  the  Tarascon  railroad  bridges,  are  good  examples :  tue 
latter  has  cast-iron  arches. 

The  Fink  fram -d  or  truss  bridge,  and  the  BoUman  bridge  used  on  the  Balti- 
more and  Ohio  railroad,  and  on  tlie  Louisville  and  Nashville  railroad,  are  gzod 
forms  of  truss  bridges,  in  which  the  roadway  is  suspended  by  oblique  suspen- 
sion rods,  and  the  thrust  is  taken  by  a  horizontal  top  chord  of  cast  or  wrou'^ht 
iron.  '-' 

In  both  these  bridges  the  details  are  wrought  out  and  proportioned  in  a  rr.r.s- 
terly  manner.  They  are  good  bridges  when  a  sufficient  abutment  to  support 
the  thrust  of  an  arch  would  be  too  costly. 

I  place  the  railroad  bridges,  then,  in  the  following  order : 
Masonry  arches,  for  all  spans  up  to  120  fo.et.—l.  Cut  stone.     2.  Rubble 
stone.     3.  Brick. 

Iron  bridges.— \.  For  spans  not  exceeding  twenty  feet,  wrought-iron  H  beams 
or  girders.  2.  For  spans  exceeding  twenty  feet,  and  not  exceeding  two  hun- 
dred feet,  arches  of  cast  or  wrought  iron,  spandrel  filling  wrought  iron.  3.  For 
spans  below  two  hundred  feet,  when  good  abutments  for  arches  will  bo  too  cost- 
ly, trussed  or  framed  bridges  of  wrought  iron,  in  which  cast  iron  may  be  admit- 
ted for  the  posts  and  struts,  and  horizontal  beams  subjected  to  compression. 
4.  For  spans  much  exceeding  two  hundred  feet,  either  wrought-iron  arches  or 
framed  bridges  entirely  of  wrought  iron  should  be  used. 

I  am,  very  respectfully,  your  obedient  servant, 

M.  C.  MEIGS, 
'  Quartermaster  General,  Brevet  Major  General. 

Lieut.  Colonel  J.  H.  Simpson, 

Cor2>s  Engineers,  United  Slates  Army. 
2s 


)M 


i: 


18 


APPENDIX  F. 

Philadklimiia,  December  27,  1865. 

Colonel  :  I  proceed  briefly  to  notice  your  interrogatories  in  circular  No.  2. 

1.  I  have  no  very  recent  experience  in  the  practical  operation  of  firat-class 
railroads,  and  cannot  give  tlie  relative  durability  of  rails  of  different  weights 
from  my  own  experience.  My  general  id(!a  if,  that  the  rapid  deterioration  of  the 
permanent  way,  so  called,  arises  from  the  enormous  increase  in  the  weight  of 
engines  without  a  corresponding  increase  in  the  wearing  surface  of  the  rails, 
When  the  engines  weighed  only  from  six  to  ten  tons,  the  durability  of  the  rails, 
which  were  then  chiefly  of  English  manufacture,  appeared  to  bo  almost  unlim- 
ited. Attempts  have  been  more  to  increase  the  durability  of  rails  by  the  sub- 
stitution of  a  better  material,  and  sfeel-hcadcid  rails  have  been  tried.  Half  a 
mile  of  such  rails  were  laid  on  the  Pennsylvania  railroad,  but  the  result,  I  be- 
lieve, was  not  entirely  satisfactory,  th(!  difficulty  arising  from  the  imperfect  con- 
nexion between  the  steel  and  iron.  Steel  rails  also  have  been  proposed,  and  I 
believe  used  to  a  very  limited  extent.  As  at  present  manufactured  they  are 
too  expensive  for  ordinary  use. 

I  have  great  confidence  that  the  processes  for  the  manufacture  of  steel  will  be 
Bo  far  improved  and  simplified  that  this  superior  material  will  be  used  univer- 
sally in  rails,  resulting  in  a  great  increase  of  durability.  In  regard  to  the  shape 
of  section,  I  will  say  that  as  large  a  portion  of  the  material  as  possible  should 
be  placed  in  the  head  ;  and  the  stem  may  be  thinner  than  is  usually  made,  with- 
out injury  to  the  strength  of  the  rail.  I  have  never  known  a  case  of  failure  by 
the  thinness  of  the  stem,  but  I  have  seen  a  piece  of  an  old  rail  taken  from  the 
Philadelphia  and  Columbia  railroad,  the  head  nearly  worn  off,  and  the  stem 
very  high  and  thin,  with  parallel  sides. 

With  the  present  class  of  engines  I  am  satisfied  that  no  iron  can  be  found  that 
will  long  stand  the  excessive  pounding  and  rolling  of  a  heavy  traffic  with  high 
velocities.  To  increase  durability,  the  surface  of  the  rails  and  the  diameters  of 
the  drivers  should  be  as  large  as  practicable,  and  the  speed  of  freight  trains  lim- 
ited to,  say,  twelve  miles  per  hour. 

Kails  are  manufactured  at  the  Cambria  Iron  Works,  Johnstown,  Pennsylvania, 
the  Phoeuixville  Works,  and  the  Rensselaer  Iron  Works,  Troy,  fully  equal  to 
any  imported. 

2.  As  to  the  best  form  of  joint  fastening,  the  smoothest  and  most  perfect 
surface  when  first  laid  is  given  by  the  compound  rail,  but  experience  condemns 
it  for  want  of  durability.  It  will  only  answer  for  light  engines  and  trains.  The 
best  joint,  everything  considered,  is  a  fished  joint,  with  a  long  splice  extending 
over  the  next  tie  on  each  side  of  the  joint.  I  do  not  like  a  chair  at  any  time. 
It  acts  as  an  anvil  and  the  wheels  as  sledges  to  hammer  out  the  ends  of  the 
rails.  I  obtained  a  very  good  result  on  the  Southern  Vermont  railroad  by  put- 
ting the  joint  between  the  ties,  and  the  ties  at  the  joint  about  one  foot  apart.  A 
cast-iron  splice  abuut  eight  inches  long  was  fitted  close  to  the  outside  of  the 
rails.  Holes  were  punched  in  the  rails  about  two  inches  from  the  end,  and  a 
U-shaped  bolt  (of  seven-eighths  inch  round  iron)  connected  them.  The  joint 
cost  no  more  than  the  ordinary  chair,  and  was  very  smooth  and  strong.  On 
one  occasion  150  feet  of  trestle-work  was  carried  away  by  a  flood,  but  the  rails 
and  cross-ties  hung  as  a  catenary,  and  hand-cars  were  run  over  without  break- 
ing the  connexion. 

3 .  I  use  ties  eight  feet  long  and  as  large  in  cross-section  as  can  conveni- 
ently be  procured,  not  less  than  six  inches  surface  and  six  inches  thick,  but 
eight  inches  would  be  preferable.  The  distance  apart  two  and  a  half  feet  from 
middle  of  ties,  but  with  heavy  engines  it  is  better  to  reduce  the  distance  to  two 
feet. 


r,  18G5. 

liar  No.  2. 
firHt-class 
it  weights 
tion  of  the 
weight  of 
'  the  rails, 
P  the  rails, 
ost  unlim- 
r  the  8ub- 
I.  Haifa 
suit,  I  be- 
frfect  con- 
3etl,  and  I 
I  they  are 

eel  will  be 
id  univer- 
the  shape 
[)le  should 
iide,  with- 
failure  by 
1  from  the 
the  stem 

Pound  that 
with  high 
imeters  of 
trains  lim- 

nsylvania, 
Y  equal  to 

St  perfect 
condemns 
ins.  The 
extending 
any  time, 
ids  of  the 
id  by  put- 
apart.  A 
Ue  of  the 
]d,  and  a 
The  joint 
ong.  On 
;  the  rails 
ut  break- 

i  conveni- 

thick,  but 

feet  from 

ice  to  two 


4.  The  width  of  road-bed,  even  on  the  siuno  lino  of  road,  should  not  be  con- 
flidcrcd  a  fixed  and  invariable  dimension.  The  elemeiitH  which  determine  the 
width  of  road-bed  are  the  gauge  of  the  truck,  the  distance  between  tracks,  and 
the  width  of  tli(!  side  ditches.      . 

*  The  dimensions  of  the  ditches  depend  on  the  character  and  extent  of  the 
slope,  the  quantity  of  water,  and  the  greater  or  less  teiuleney  to  slides  and 
washes.  Ihe  slope  of  an  excavation  should  correspond  to  the  natural  angle  of 
repose  of  the  material.  If  too  Hat,  the  surface  ex|)osed  to  rain  and  frost  is  unnc 
cessarily  increas(;d  and  the  side  ditches  rapidly  filled.  In  the  south,  where  the 
frost  does  not  act  severely,  clay  cuts  are  best  finished  and  made  durable  when 
the  slopes  are  perpendicular.  The  rain  has  in  this  case  very  little  effect,  while 
with  flat  slopes  the  wash  is  excessive.  On  steep  hillsides,  covered  with  shrubs 
and  bushes,  the  roots  form  the  best  protection  against  washes,  and  it  is  often 
good  practice  in  such  cases  to  wideu  the  road-bed  and  leave  the  upper  slope 
vertical. 

After  this  statement,  it  is  scarccdy  necessary  for  me  to  add  that  in  my  prac-  \ 
tice  I  conform  to  no  prescribed  dimensions  for  aidfi  dJLcliCS  aud  no  unilbjiBJ  augle 
for  slopc,-^,  but  leave  ail  such  details  to  the  judgment  of  the  engineer  in  charge.  ^ 
li'  uieslopes  are  found  too  steep  they  are  easllj>  flattened  after  the  track  is  laid. 
ATTTHrViiKtrrrcmi  Ihe  side  slopes  is  in  proportion  to  the  length,  or  possibly 
ill  a  still  higher  ratio,  since  the  velocity  and  degrading  power  of  currents  are 
increased  by  distance  of  fall,  it  would  not  be  good  engineering  to  make  the  side 
ditches  in  a  shallow  and  dry  cut  the  same  as  in  a  very  deep  one.  As  a  mini- 
mum, it  may  be  stated  that  in  a  shallow  excavation  in  dry  earth,  in  the  latitude 
of  rennbvlvania,  I  would  give  a  width  of  five  feet  at  top,  three  feet  at  bottom, 
and  slopes  of  forty-five  degrees.  And  in  this  case,  allowing  the  gauge  of  tracks 
to  be  four  feet  eight  and  a  half  inches,  the  distance  between  tracks  six  feet,  the 
length  of  cross-ties  eight  feet,  and  two  feet  from  ends  of  ties  to  edge  of  ditch,  the 
minimum  width  would  be  twenty-two  feet  eight  and  a  half  inches  ;  but  twenty- 
four  feet  is  better. 

On  the  subject  of  ballast  my  opinions  are  very  decided.  1  prefer  broken 
stone  to  gravel.  The  drainage  is  more  perfect,  the  ties  last  much  longer,  and 
there  is  far  greater  freedom  from  dust.  Before  placing  the  ballast  the  road-bed 
should  be  sloped  from  the  middle  to  the  side  ditches.  No  trenches  whatever 
should  be  made  for  the  hallast.  Two  parallel  walls  should  be  built  of  dry  stone, 
twenty-two  feet  apart  from  out  to  out,  and  about  one  foot  high.  Stones  equiva- 
lent to  about  four  inches  cube  should  be  thrown  in  to  a  depth  of  one  foot.  The 
surface  should  then  be  broken  and  six  inches  more  of  stone  added  and  broken 
into  two-inch  cubes.  On  this  surface  the  ties  are  laid.  This  will  make  a  first- 
class  road-bed. 

Where  stone  cannot  be  procured  it  may  be  best  to  lay  the  track  without  bal- 
last and  haul  it  in  cars  afterwards.  Ballasting  can  very  readily  be  done  in  this 
way.  Without  ballast  in  a  soil  subject  to  wet  and  frost  a  good  road-bed  cannot 
be  obtained,  and  any  reasonable  expenditure  to  obtain  it  would  be  justifiable. 

0.  I  am  decidedly  in  favor  of  iron  or  stone  for  railroad  bridges.  As  to 
plans,  my  ideas  are  given  in  my  general  theory  of  bridge  construction,  published 
by  Appleton.  There  are  many  plans  in  general  use  which  give  good  bridges  if 
properly  proportioned.  The  Howe,  Pratt,  Fink,  and  Boliman  are  all  good 
bridges.  1  will  state  hero  that  in  planning  bridges  for  a  long  line  of  road  I 
would  seek  for  uniformity  in  plan  and  dimensions.  A  series  of  spans — say  50, 
75,  100,  \2C),  and  150  feet — will  suit  almost  every  locality,  and  the  parts  can 
be  made  of  exact  dimensions  and  interchangeable.  If  desirable,  I  may  commu- 
nicate further  with  you  on  this  subject. 

6.  Independently  of  injury  to  permnnent  way,  heavy  engines  are  most 
economical  for  a  lieavy  business.  They  transport  a  greater  number  of  tons  at  a 
given  expense,  and  by  reducing  the  number  of  trains  reduce  the  liability  to  acci- 


20 


s 


(lent.  There  Ib  a  limit,  however,  to  the  incroaso  of  w("i},'lit  in  oii<i;inrH,  iiiiKing 
from  their  crushing  cfl'cct  upon  the  rnil»,  niid  thirt  limit  aiipcnrH  to  have  hccn 
already  exceeded.  ■When  railn  are  made  of  f<te(  I,  with  four  inches  of  heaving 
Burfacein  the  head,  driverw  not  le^'H  than  five  or  nix  feet  in  diameter,  ^,'(Mid  joinlrt 
at  the  ends,  and  good  halhiHt  under  the,  rail»,  and  the  f«poed  reduced  to  twelve 
miles  per  hour,  1  have  no  doubt  that  the  expei.scB  of  repairw  will  he  greatly 
reduced. 

In  the  constniction  of  freight  cars  the  gieat  prohlem  is  to  reduce,  as  far  as 
practicable,  the  proportion  of  dead  weight  to  paying  load  without  saeiiiii-c  of 
strength  ;  and  1  do  not  know  that  the  ordinary  eight- wheel  fi eight  car  admilrtof 
any  very  great  improvement. 

7.  I  have  n(  ver  instituted  experiments  or  made  careful  observations  to  de- 
termine the  ratio  of  deterioration  with  (lillerent  velocities,  but  I  am  decichilly  of 
opinion  that  only  light  engines  should  be  allowed  to  run  witli  liigii  velocities. 

Time  has  not  permitted  mo  to  answer  your  communication  of  the  15th  in-itant 
except  in  a  very  hurried  manner. 

I  will  mail  .  pamphlet  which  contains  some  of  my  ideas  on  the  eubjicts  of 
grade,  distance,  and  cost  of  construction;  and  if  I  can  bo  of  any  use  to  you 
hereafter  call  upon  me. 

Yours,  very  re3i)cctfully, 

II.  IIAUPT. 

Lieut.  Col.  J.  II.  Si.MPSoN, 

Corps  (>f  Enghtccrs. 


Ti 


1,1 


APPENDIX  G. 

Chicago,  Drconhcr  28,  lSG/3. 

Colonel  :  Yours  of  the  22d  instant  reached  me  last  evening.  I  have  con- 
cluded to  catch  a  little  time  for  some  general  remarks  on  your  circular  No.  2.  1 
will  take  your  circular  in  order. 

No.  1.  As  to  weight  of  rail. — I  consider  GO  pounds  to  the  yard  of  rail  a  fair 
weight  for  a  good  railway.  In  form  I  would  put  as  little  material  in  tin;  waist 
as  would  u..8wer,  and  the  web  or  bottom  as  light  as  could  be  well  rolled,  and 
get  all  the  material  practicable  in  the  head.  The  top  to  have  at  least  one  and  a 
half  hich  flat,  with  rounded  corners,  height  about  four  inches,  not  to  exceed 
four  and  one-eighth.  As  to  American  rails  there  is  great  range.  The  best 
American  rails  I  have  known  were  made  by  Cooper  &  llewett,  of  Trenton,  N. 
J.,  and  Wheeler  &  Co.,  of  Boonton,  N.  J.  Some  American  rails  are  hard  and 
brittle.  These  wear  v/ell,  but  arc  very  liable  to  break ;  others  are  soft,  and 
though  not  liable  to  break,  wear  out  rapidly.  The  iron  of  a  rail  should  be  hard 
and  strong  to  do  good  service. 

No.  2.  Fastenings. — The  hook-head  spike  is  the  on'^  li.'.d  UP"d  on  Ameri- 
can railways.  If  chairs  are  used,  I  .iiink  the  best  yet  used  ii  I  h"  I;,  oad  wronr  lit 
iron  plate  with  lips  turned  up  from  the  centre.  The  plat  ■  shoald  b<  ,  before  cut  in 
the  centre,  about  eight  inches  square  and  full  five-eighths  of  an  inch  thick.  But 
chairs  are  not  indispensabh  if  the  fish-plates  are  used.  We  do  not  use  chairs  in 
laying  new  rails  on  the  Pittsburg,  Fort  Wayne  and  Chicago  railroad.  The 
fish-plates  arc  twenty-two  inches  long,  two  bolts  in  each  rail  and  a  plate  on 
both  sidrs.  It  is  a  little  more  expensive  than  chairs,  bntin  my  judgment  greatly 
superior  i  .hould  not  think  of  laying  a  first-class  rail  without  the  fish-joint. 
It  is  th':  bf  .'i  narlliod  I  have  known  to  join  rails,  and  very  safe. 

No.  3,  Tc* v;  — Ties  six  inches  thick,  seven  inches  v/ide,  and  eight  feet  long, 
(for  common  gauge,)  placed  two  feet  from  centre  to  centre,  is  about  right  for  a 


21 


sixty  pound  rail.     If  tlm  mil  were  heavier,  the  cmss-tica  should  be  heavier,  or 
liir;rt'r  ninl  not  (|uit»i  ho  clo!^(^ 

No.  4.  Widili  of  rnndhid  at.  grade,  i^r. — In  cxcavntion  the  rond-hi'd  hIiouM 
be  con.^idcn'd  tli((  har^ooftln;  ballaHt.  If  tliisis  two  feet  below  the  rail,  tii(!  width 
Bhould  be  for  road  and  slojH'rt  about  Hixtccii  feet.  Tlio  wlopcrt  will  occupy  three 
feet  each  Hide,  and  ten  feel  for  bn  adtb  of  road  and  proper  support  for  the  tiea. 
The  ballast  kIiouM  cxteud  full  breadth  of  bed,  iu  order  to  drain  properly.  Il  iii 
important,  e,>ipecially  when  the  inateriid  is  ti;;lit  or  impervious  to  water,  that  tho 
road-l»ed  be  formed  with  HutHcieut  liei^lit  iu  the  centre  uiul  graded  smooth,  so 
as  to  allow  water  to  paws  off  freely  to  tin'  rtide  ditches.  Tho  excavation  Hhould 
lie  made  uh  much  wider  than  the  mad-bed  as  will  allow  of  Huitalle  side  ditches. 
The  ditcher  Hliould  not  be  Ie.-<rt  than  three  feet  deep  bilow  tho  base  or  bottom  of 
crostrt-tierf,  and  of  nuch  dimcMisiourf  that  all  rains  would  pass  off  in  ordinary  times 
in  a  depth  of  water  not  exceeding  six  inches,  and  not  to  riso  over  one  foot  \n 
the  heaviest  raius. 

The  width  of  any  considerable  embankment  should  be  five  to  six  feet  be- 
yond the  rail.  This  is  imi)ortant  iu  order  to  have  a  margin  that  will  hold  a 
car  that  leaves  the  rail. 

In  re;j;ard  to  ballast ;  This  depends  very  much  on  the  niaterial  of  the  natural 
rnad-b(ul.  If  the  uiati  rial  is  clay  loam  and  impervioua  to  water,  no  good  road 
can  be  maintained  without  ballast.  It  will  do  very  v;cll  in  dry  weather  with- 
out ballast,  but  rains  and  frosts  will  destroy  the  track  at  such  tinivis,  or  greatly 
impair  its  usefulness.  The  road  iu  such  cases  cannot  bo  regarded  as  completed 
without  ballast.  A  light  busine^'s  may  be  done,  but  no  heuvy  or  fast  traffic  cau 
be  well  done  without  a  good  ballast. 

The  depth  of  ballast  will  d(!peud  on  the  climrle;  in  general  tv/o  feet  from 
bottom  to  top  (»f  rail  is  little  enough.  If  the  natural  material  is  sandy  and  poroua 
it  may  do  pretty  well  without  ballast. 

As  to  what  I  would  pay  rather  than  not  have  ballast,  would  of  course  depend 
on  the  natural  bed  or  materials,  Ikit  if  the  material  requires  ballast  to  make  a 
good  track,  I  should  not  hesitate  to  spend  three  thousand  dollars  per  mile  for 
this  item.  If  broken  stone  had  to  be  used,  I  should  go  for  a  larger  expense, 
for  the  reason  that  it  would  necessarily  in  most  casca  cost  more  than  gravel  and 
would  be  mucli  more  permanent.  Circumstances  must  have  an  influence  on  this 
question,  but  it  may  be  regarded  as  indispensable  to  a  good  railway  that  it  bo 
well  ballasted.  Thorough  ballasting  and  thorough  drainage  arc  the  great  re- 
quisites of  any  railway  that  is  expected  to  be  run  iu  all  Aveather. 

No.  5.  Materials  for  bridges. — Good  stone  is  the  best  material  for  bridges. 
If  the  situation  does  not  admit  of  stone  arches,  then  otone  abutments  and  piers, 
with  a  wrought-iron  superstructure,  is  the  best  resort.  Of  course,  when  stone 
and  iron  arc  not  to  be  had,  wood  must  be  substituted  until  facilities  are  afforded 
for  more  durable  works. 

No.  G.  Rolling  stock  and  machinery. — This  ia  a  great  siibject,  and  one  that 
in  my  opinion  has  been  very  inadequately  studied ;  and  I  have  very  little  faith 
that  my  views  will  prevail. 

It  is  very  evident  that  the  weight  of  machinery  has  exceeded  the  ability  of 
iron  rails  for  profitable  endurance,  and  it  is  very  generally  considered  that  steel 
must  be  substituted  for  iron.  If  sti  el  is  used,  then,  according  to  the  prevalent 
views  of  railway  managers,  the  weight  of  machinery  may  be  increased  ;  also 
speed  of  trains.  This  will  Increase  the  difficulty  of  maintaining  the  road-bed. 
How  steel  will  stand  the  frost  of  winter,  as  compared  to  iron,  is  yet  to  be  deter- 
mined. However  this  may  be,  I  suppose  iron  will  be  considered  for  the  present 
as  the  niaterial  for  rails. 

All  engine-builders  that  I  have  known  favor  large  engines  ;  they  regard  their 
roDutnti  1!'.  ,ia  di'nendiiic  on  the  load  t.b.eir  en'rii'.es.  will  haul.     Their  influence 

J  I  O  O  til 

usually  controls  railway  superintendents.     Tho  latter  are  rarely  men  who  have 


1^     \ 


22 

any  knowledge  of  mechanical  science,  and  regard  the  load  an  engine  will  haul 
as  the  evidence  of  its  economy.  Any  man  can  see  that  if  two  light  engines  are 
required  to  haul  a  train  for  which  a  single  heavy  engine  is  sufficient,  there  is 
the  additional  expense  of  a  driver  and  fireman,  and  so  in  proportion  ;  but  there 
are  very  few  railway  men  that  can  see  the  relative  wear  and  tear  in  the  two 
cases.  In  fact,  it  ia  a  difficult  question  to  fully  understand,  arising  from  the 
mixed  character  of  railway  traffic;  but  by  long-continued  observation,  the 
influence  of  the  two  cases  becomes  manifest.  The  great  and  the  true  question 
is,  not  what  size  of  train  may  be  hauled,  but  by  what  sort  of  engine  and  train 
can  the  transportation  of  a  ton  of  freight  be  reduced  to  the  lowest  rate  of 
expense. 

In  the  early  history  of  railways  the  rails  were  more  durable  than  at  present. 
While  it  was  considered,  twenty  years  ago,  that  rails  could  be  maintained  for 
ten  per  cent.,  it  now  costs,  on  a  railway  with  a  traffic  of  $18,000  to  $20,000  per 
mile  per  year,  25  per  cent.,  or  about  this.  But  I  have  not  time  to  pursue  this 
subject,  and  must  content  myself  with  a  few  general  remarks.  There  is  more 
necessity  and  inducement  to  have  large  engines  on  a  single  than  on  a  double 
track  railway,  on  account  of  the  difficulty  of  passing  a  great  number  of  trains. 
The  greatest  objection  is  to  passenger  engines ;  their  trains  cannot  well  be 
divided,  and  are  subject  to  much  irregularity  of  load ;  and  with  a  single  track 
it  is  not  convenient  to  multiply  trains ;  also,  the  speed  of  passenger  trains 
demands  greater  power.  Much  will  depend  in  passenger  trains  upon  the  grades 
they  have  to  meet.  With  a  double  track,  trains  may  be  run  more  frequently, 
and  in  this  way  reduce  the  weight  of  ingines. 

The  weight  of  passenger  engines  must  depend  on  the  character  of  the  traffic. 
I  should  prefer  not  to  have  an  engine  of  over  twenty-five  tons  weight ;  but 
there  may  be,  and  no  doubt  are,  cases  in  which  a  heavier  engine  would  be  neces- 
sary, when  heavy  express  trains  have  to  be  provided  for.  There  is  no  necessity 
nor  economy  in  a  freight  engine  of  over  twenty-five  tons.  The  cylinders  of 
such  an  engine  would  be  fourteen  by  twenty-two  inches.  It  would  not  take  so 
large  a  train  as  a  thirty-ton,  with  cylinders  fifteen  by  twenty-four ;  but  it  may 
be  assumed  that  the  twenty-five-ton  would  make  more  car  mileage  in  a  year 
than  the  thirty-ton.  This  arises  from  the  more  steady  running,  as  light  engines 
are  laid  by  for  repairs  a  less  ratio  of  time.  There  is  much  to  be  said  on  this 
subject,  but  I  have  not  time.  I  close  this  with  the  expression  of  my  opinion, 
that  to  effect  economy  of  transportation  will  eventually  lead  to  a  reduction  in 
the  weight  of  engines. 

In  freight  cars  I  have  yet  to  hear  of  any  experience  that  justifies  the  large 
cars.  Smaller  cars  are  more  easily  and  cheaply  leaded  and  unloaded,  do  not 
break  up  as  much  in  collision,  carry  more  freight  in  proportion  to  dead  weight, 
and  are  more  easily  and  conveniently  handled  at  the  stations.  I  would  not  have 
a  freight  car  of  eight  wheels  to  carry  over  eight  tons  of  freight.  I  regard  the 
heavy  freight  cars  as  simply  senseless  ;  they  are  liked  because  they  are  larger, 
and  not  from  any  substantial  reason  in  favor  of  economy. 

As  to  passenger  coaches,  you  will  probably  adopt  the  fifteen-window  car  of 
sixty  seats.  I  would  reduce  the  size,  and,  had  I  time,  could  give  my  reasons ; 
but  I  am  well  aware  I  am  not  in  the  fashion  on  this  subject.  A  big  engine,  a 
big  coach,  and  a  big  car,  is  the  prevailing  fashion,  and  has  about  the  same  merit 
as  other  fashions  that  are  instituted  without  reflection,  or  a  due  consideration  of 
means  to  an  end. 

7.  Influence  on  rails  from  velocity. — The  only  thing  I  have  time  to  say  on 
this  point  relates  to  the  comparative  expense  of  keeping  up  the  two  tracks  of  a 
double  road  on  a  grade  of  forty  feet  per  mile.  The  up  track  bore  its  trains  at 
.1  alow  ppeed,  nnd  the  down  tr.ack  at  .a  high  speed.  The  down  track,  I  was 
credibly  informed,  cost  twenty-five  per  cent,  more  to  keep  it  up  than  the  up 
track.     To  be  run  Avith  economy,  freight  trains  on  all  grades  should  be  run 


■ifty;;— r 


23 

slow:  there  is  very  little  freight  that  would  pay  real  cost  as  between  actuaJ 
expense  of  fifteen  over  ten  miles  per  hour ;  it  is  better  to  run  two  hundred  m.leB 
L  ?wenty-four  hours,  or  about  eight  miles  nor  hour.     But  I  must  close  with  a 

^''Tlie^'^^"ernmcnt,  for  valid  reasons,  wants  r.  railway  from  the  Missouri  to  the 
Pacific  In  my  opinion  they  have  taken  a  very  unwise  way  to  get  it  1  have 
little  faith  the  thing  will  be  accomplished  in  any  reasonable  time  on  the  presen 
plan  It  may  go  along  on  easy  parts,  but  when  you  get  to  the  mountains  it 
will  probably  nU,  lo„g  and  slow.  There  should  now  be  competent  engineerB 
surveying  the  mountain  districts  and  getting  them  ready  for  contrac  at  the 
earliest  day.  There  will  no  doubt  be  very  important  exammations  to  be  made 
to  ascertain  the  most  favorable  route.  If  these  matters  are  left  unti  the  easy 
part  is  carried  along,  the  heavy  work  will  delay  progress,  and  a  lo^g  time  ^us^ 
Lpse  before  the  company  will  get  through.  A  better  and,  in  ^7 J"  «"' ^he 
true  plan  would  be  for  government  to  constitute  a  board  of  six  competent  men, 
ha  were  Too  high-minded  to  steal,  and  authorise  them  to  do  the  woi^  in  the 
best  and  most  economical  method.  Then  the  railway  might  be  done  in  proba- 
bly five  years  and  the  country  ei^y  the  benefit. 

Very  respectfully  and  truly  yours,  „,.,,.    ^.    ,  r.     • 

^       ^  ^  JOHN  B.  JERVIS.  Civti,  Engineer. 

Lt.  Col.  J.  H.  Simpson,  Corps  Engineers. 


iii 


APPENDIX  H. 

Great  Westeun  Railway,  Hamilton,  C.  W., 

December  30.  1865. 

Sir-  Your  circular  letter,  dated  the  18th  instant,  was  handed  to  the  chief 
engineer  of  this  company  for  his  remarks.     I  have  now  the  pleasure  of  for- 

"  He"LtthaUtrimpossible  to  do  justice  in  his  answer  to  questions  put  in 
so  summa  y  a  way.  Indeed,  several  of  them  cannot  be  satisfactorily  answered 
n  aTeneral  manner,  inasmu^^h  as  they  are  dependent  upon  all  the  contingent 
cLumstances  of  the  railway  in  question,  such  as  gradients,  the  predominant 
features  of  the  soil,  the  respective  values  cf  wood,  iron,  &c. 

If  however,  it  should  be  your  pleasure  to  require  any  further  information, 
and  you  should  depute  an/gentleman  to  inspect  our  road  and  consult  our 
engineel'  I  shall  be  most  happy  t.  make  the  necessary  arrangements,  and  to 
offer  every  possible  facility  in  my  power. 

T  have  the  honor  to  be,  sir,  your  obedient  servant. 

1  nave  )uu  'ri%os.  SW  IN  YARD,  General  Manager. 

Lieut.  Col.  J.  H.  Simpson,  Corps  Engineers. 

rin  giving  the  enclosed  views  of  the  chief  engineer  of  the  road  the  questions 
of  circular  No.  2  were  repeated  in  a  parallel  column,  with  answers  as  follows  :] 

L  Rail  65  to  70  pounds  per  lineal  yard,  T  pattern,  having  a  width  of  flange 
or  base  of  4  inches  with  the  same  weight. 

2  rish  ioints,  all  of  iron,  or  partly  iron  and  partly  wood,  such  as  the 
Trimble  ioint  •  the  rails  being  spiked  to  the  tics  in  the  usual  manner,  excepting 
onTteeV^ade  where  the  flange  of  the  rails  ought  to  be  drilled  for  a  fang- 
bolt!  (oTtbr  a  bolt  secured  by  a  key  and  cotter,)  which  passes  through  the  tic 
and  is  secured  underneath  by  a  fang-mit. 

3.  Ties  to  be  ot  white  oak,  9  feet  long,  9  inches  wide,  and  6  inches  thick,  to 
Ko  U\A  n  to  <i  '>'!  feet  vail,  <^r  a.4'20  per  mile.  ,    „ 

i.    Lad-bed'of  einbaukments  at  sub-grade,  /.  e.,  underneath  the  ballast,  to 


K     '■ 


,i        M 


IK.    I 


24 

be  17  feet  wide  for  the  narrow  gauge  of  4  feet  8i  inches.  In  excavations  the 
Bub  grade  to  be  not  less  than  24  feet,  and  wider  in  wet  soils  or  Avhore  there  is  a 
large  amount  of  surface  drainage  to  carry  off.  The  ditches  to  be  3  J  feet  wide  and 
1  foot  deep  at  sub-grade.  The  ballast,  even  of  the  best  quality,  to  be  not  lesa 
than  12  inches  underneath  the  ties,  or  18  inches  in  all,  being  about  4,000  cubic 
yp.rds  per  mile. 

6.  Masonry  for  piera  and  abutments  of  all  bridges,  and  iron  girders  for 
superstructure  of  all  spans  exceeding  say  60  feet.  If  timber  is  plentiful  and 
cheap,  it  may  be  used  for  all  spans  under  CO  feet,  as  such  spans  can  very 
quickly  be  replaced  in  the  event  of  loss  by  fire. 

6.  This  depends  almost  solely  upon  the  characteristics  of  the  railway,  and 
upon  the  nature  of  its  traffic. 

7.  The  same  remark  applies  as  in  No.  6. 

GEO.  LOWE  REID, 
C/iief  Engineer  Great  Western  Railway  of  Canada. 
DiscEr.iBER  30,  1865. 


\ 


APPENDIX  I. 

Lambervville,  N.  J.,  January  1,  1866. 

Colonel:  Below  please  find  answers  to  the  questions  in  your  circular 
No.  2 : 

Answer  1.  I  enclose  section  of  rail  weighing  sixty-two  pounds  per  yard, 
which  I  have  recently  adopted,  and  consider  the  best  for  a  road  with  heavy 
traffic.  If  rails  were  cheaper,  I  would  make  it  a  little  heavier.  On  a  road  but 
little  used  I  would  make  it  somewhat  lighter ;  with  a  very  light  traffic,  as  low 
as  forty-two  pounds  per  yard.* 

I  am  now  using  rails  made  at  Bethlehem,  Pennsylvania,  from  a  mixture  of 
the  hard  magnetic  ores  of  New  Jersey  and  the  hematites  of  the  Lehigh  valley. 
This  makes  a  good  rail,  but,  doubtless,  numerous  other  mixtures  make  as  good. 

Very  good  or  very  poor  rails  may  be  made  from  the  same  ores.  I  have  rails 
from  a  well-known  mill  that  have  been  in  use  fifteen  years,  and  that  are  now  in 
good  order ;  and  ®n  the  same  track  other  rails  from  the  same  mill,  and  worn 
out  in  less  than  one  year's  use.  If  a  good  rail,  such  as  we  used  to  get,  is 
worth  $200  per  ton,  such  rails  as  we  frequently  do  get  now  are  not  worth  $20. 

Answer  2.  I  prefer  the  fish  joint,  Avith  an  iron  plate  fifteen  inches  long  on 
the  inside,  and  a  wooden  block  five  feet  long  on  the  outside.  The  section 
herewith  sent  is  calculated  for  such  a  joint.  Without  it  I  would  fill  in  the 
angle  more  between  the  shank  of  the  rail  and  the  top  and  bottom  flanges. 

Sir  Morton  Peto  told  me  he  was  u^ing  the  fish  joint  on  his  roads  in  different 
parts  of  the  world,  using  the  iron  plates  on  both  sides  and  making  the  joint 
between  ties.     The  objection  to  the  iron  on  both  sides  is  that  the  bolts  break. 

To  prevent  this  I  have  used  leather  washers  under  the  heads  and  nuts  with 
good  effect.  Sir  Morton  Peto  thinks  well  of  the  wooden  blocks,  although  he 
has  not  used  them.  I  quote  him  because  his  experience  is  very  great  and 
recent. 

I  do  not  know  anything  better  than  the  common  dog-headed  spike. 
^  Answer  3.  I  use  ties  eiglit  to  nine  feet  long,  six  inches  thick,  averaging 
eight  inches  wide,  and  from  twenty-two  hundred  to  twenty-six  hundred  to  the 


*It  beinp  imprnfticable  to  include  b,  section  of  the  rail  recommeuded,  its  nrincinal  dimen- 
sions ure  given  in  appendix  S. 


\ 


25 


and 


mile.  When  ties  arc  cheap  and  tlie  traffic  heavy,  I  would  use  ties  eight  inches 
deep  and  cover  ono-third  of  the  ground  with  them. 

Answer  4.  I  make  road-hed  at  grade  fourteen  feet  wide  for  single  track,  with 
side  ditches  in  excavation  eight  feet  wide  at  grade  and  two  feet  deep  ;  the  s^ize 
of  the  ditches,  however,  varying  with  the  circuin3tances.  Ballast  should  be 
at  least  one  foot  deep  under  the  tie ;  on  a  sandy  soil  it  may  be  less ;  on  clay,  in 
a  cold  climate,  it  should  be  more.  Oa  a  road  with  heavy  traffic  I  can  scarcely 
fix  a  limit  to  the  expense  that  should  be  incurred  to  get  it. 

Answer  5.  Except  on  a  road  with  immense  traffic,  I  would,  under  present 
circumstances,  use  wooden  bridges  on  some  simple  plan,  such  as  the  Howe 

bridge. 

Answer  6.  I  would  not  allow  more  than  two  gross  tons  on  a  car-wheel,  in- 
cluding the  Aveight  of  the  car,  and  then  only  with  good  springs,  nor  more  than 
ten  thousand  pounds  on  a  driver.  If  building  a  road  unconnected  with  any 
other,  I  would  limit  the  weight  to  two-thirds  of  that  stated.  With  such  ma- 
terials as  we  now  have,  all  other  things  being  equal,  the  injury  to  the  rail  by  a 
weight  over  a  ton  on  a  wheel  probably  increases  as  much  as  the  square  of  the 
weight.     This,  of  course,  varies  with  different  materials. 

Answer  7.  Within  moderate  limits,  the  injury  to  the  rails  and  rolling  stock 
increases  as  the  square  of  the  vel.icity.  Above  a  limit,  which  varies  with  the 
material  and  condition  of  the  rails  and  machinery,  the  injury  increases  much 
more  rapidly  than  the  square  of  the  velocity ;  probably  in  many  cases  reaching 
the  cube. 

Very  respectfully  yours, 

ASH  BEL  WELCH,  Civil  Engineer. 

Lieut.  Col.  J.  H.  Simpson, 

Corps  Engineers,  U.  S.  A. 


APPENDIX  J. 

Baltimore,  January  2,  1866. 

Colonel:  Your  circular  of  the  14th  ultimo  was  duly  received,  and  I  embrace 
the  first  leisure  allowed  by  other  engagements  to  reply  to  its  several  questions ; 
premising  that  they  cannot  be  answered  with  the  definiteness  that  could  be  do- 
sired,  for  reasons  sufficiently  apparent,  and  as  the  answers  themselves  Avill 
show. 

1.  The  best  weight  of  rail  for  a  first-class  road  is,  and  must  always  continue 
to  be,  a  matter  of  professional  opinion.  With  a  good  foundation  of  ballast  upon  a 
well  drained  and  settled  road-bed,  and  suitable  cross-tie  supports,  togetiier  with 
a  well-spliced  joint,  I  consider  sixt>/  pounds  per  yard  as  abundantly  heavy  for 
a  first-class  road. 

No  increase  in  the  weight  of  rail  can  compensate  for  the  absence  of  a  good 
support;  indeed,  the  heavier  the  rail  the  less  readily  will  it  accommodate  itself  to 
the  irregularities  of  the  sub-structure,  and  the  more  subject  it  will  be  to  perma- 
nent bending  or  breakage  and  dislocation  at  the  joints,  and  hence  to  endanger 
passing  trains. 

The  "  best  cross-section  "  appears  now  to  have  been  determined  by  the  almost 
tnianimous  judgment  of  railway  engineers,  founded  upon  an  experience  of  a 
third  of  a  century,  to  be  the  broad-based  or  inverted  x.  It  is  true  tlint  the 
double-headed  or  I  rail  is  still  a  favorite  in  England  and  the  continent  of  Eu- 
rope, but  as  it  requires  a  chair  or  pedestal  to  support  it,  and  has  no  aivantages 
whicli,  in  th(^  judgment  of  Americm  ongincors,  warrant  its  incrpased  cost,  on 
this  account  it  has  never  been  used,  that  I  am  aware  of,  in  the  United  States. 


1  'i 

Hi 


26 


The  genoral  form  of  section  may  be  considerably  varied  in  its  lines,  but  the  pro- 
portions most  usually  preferred  for  a  sixty-pound  rail  would  give  an  equal  base 
and  height  of  three'and  one-half  to  three  and  tlree-fourths  mches,  a  thickness 
in  the  sniallt  St  part  of  the  neck  of  five-eighths  of  an  inch  scant  or  full,  and  a  top 
breadth,  including  the  curved  edges,  of  two  and  one-fourth  to  two  and  one-ha  t 
inches.  Many  engineers  prefer  a  slightly  rounded  top  surface,  but  I  have  al- 
ways preferred  at  least  one  and  one-half  inch  of  flat  bearing  on  top. 

As  to  the  "relative  durability  of  rails  of  dififerent  weights  wit,i  thu  same 
traffic,"  it  is  manifestly  impossible  to  offer  any  definite  estimate.  It  tor  "a  first- 
class  road, "  that  is,  a  road  constructed  in  the  best  manner  for  a  heavy  trade  and 
travel,  a  sixty-pound  rail  is,  on  the  whole,  the  best  medium  weight;  then  it  will 
last  longer  than  either  a  lighter  or  heavier  rail,  but  in  what  proportion  it  would 
be  difficult  to  frame  a  formula  to  express.  The  lighter  rail  would  possess  too 
much,  and  the  heavier  too  little  elasticity,  as  experience  has,  indeed,  shown  with 
the  extremes  of  light  and  heavy  rails.  If,  however,  the  substructure  be  well 
adapted  to  the  weight  of  rail  (that  is,  the  cross-tics  duly  spaced  and  sized)  and  the 
quality  of  the  metal  be  similar,  I  should  be  disposed  to  treat  the  durahihty  ot 
the  rail  as  not  sensibly  influenced  by  an  increase  or  reduction  of  weight  of  five 
or  six  pounds  per  yard,  while  below  fifty-five  pounds,  or  above  sixty-five  pounds, 
an  increased  weir  would  take  place,  and  probabiy  in  pretty  nearly  the  degree  in 
which  it  receded  from  the  medium  weight. 

Of  the  "  merits  of  different  varieties  of  American  iron  "  it  is  equally  dithcuit 
to  speak  decisively.  My  own  experience  with  the  products  of  several  rolling 
mills  has  been  in  favor,  on  the  whole,  of  the  rails  made  at  the  Cambria  Iron 
Works  at  Johnstown.  Pennsylvania.  This  iron  is  a  little  deficient  in  hardness, 
but  it  has  proved  strong  and  free  from  danger  of  breakage— the  latter  a  very 

valuable  property. 

2.  The  plans  of  '-chairs  and  other  joint  fastenings"  vary  a  good  deal  in  their 
details,  alt^ugh  depending  upon  the  same  general  principles.  Understanding 
by  the  term  chair  a  simple  support  for  the  contiguous  ends  of  the  rail,  designed 
to  extend  their  bearing  on  the  cross-tie,  and  secure  them  from  lateral  displace- 
ment and  endwise  movement,  the  double-lipped  plate,  or  the  single-lipped,  with 
the  absence  of  the  other  lip  supplied  by  a.  gih  holding  the  chair  and  base  of  rail 
together,  are,  I  think,  as  efficient  a  fastening  as  can  be  used.  The  weight,  if 
of  wrought  iron,  to  be  not  less  than  fifteen  pounds;  and  if  of  cast  iron,  twenty 
pounds;  wrought  iron  being  much  to  be  preferred,  as  less  liable  to  break,  and 
being  more  economical  in  the  end,  although  dearer  in  first  cost. 

The  "chair,"  however,  is  now  rarely  used,  except  for  its  comparative  cheap- 
ness at  first  for  new  roads  with  deficient  capital.  The  necessity  of  a  si^ice  ot 
some  sort  at  the  joint  is  now  universally  admitted,  (after  a  m,  ch  longer  experi- 
ence than  should  have  been  required,)  and  "  fishes,"  in  the  quaint  English  dialect, 
are  regarded  as  indispensable  adjuncts.  These  fiistenings  have  the  usual  vancty 
of  Ibrius,  and  I  am  not  prepared  to  say  which  I  would  choose  of  them  all.  1  here 
is  a  very  good  one  now  being  applied  on  the  Louisville  and  Nashville  railroad, 
of  which  the  superintendent  of  that  road  can  give  a  suitable  description.  Mr. 
Arthur  general  superintendent  of  the  Illinois  Central,  has  designed  what  struck 
me  as  a  very  substantial  splice.  The  wooden  bar  or  block  splice,  (Irirable  s 
patent,)  used  on  the  Baltimore  and  Ohio  and  Philadelphia  and  Baltimore  rail- 
roads, I  regard  as  an  excellent  joint  fastening.  All  these  different  forms  should 
be  adjusted  (as  most  of  them  are)  by  screw-nuts;  and  those  into  which  wood  is 
introduced,  to  a  greater  or  less  extent,  are  to  be  preferred,  in  my  judgment,  as 
having  an  element  of  elasticity  that  is  wanting  in  those  wholly  of  iron. 

The  best  form  of  "  spike"  has  long  since  been  settled  as  the  "hook-headed 
spike,  weighing  from  one-half  to  three-quarters  of  a  pound  each,  and  from  six  to 


seven  inches  lung 

3.  The  "dimensionr  o.'',  and  distances  between,  cross 


ties,"  must  depend  on 


27 


their 


Mid  on 


tV,«  wcifflit  of  rail  For  a  sixty-pound  rail  a  tie  seven  inches  thick,  with  at  least 
^^em  al  widtS  flat  Burfaco.Vp  and  bottom,  and  for  the  joints  not  less  han 
eiLS  inches,  placed  two  and  a  half  feet  from  centre  to  centre,  and  eight  feet  m 
leneth,  will  cive  about  the  best  result,  in  my  judgment. 

4  The  "width  of  road  bed  at  grade,"  if  for  two  tracks  should  be  not  less 
that  twenty-six  feet,  and  for  one  track  not  less  than  sixteen  feet ;  .-^"d  t^e  -^« 
d  menr'ns^are  applicable  to  both  excavations  and  ^"^^f  ^^^J^.^' "l\^  ^"f„^  ^^J'f 
fatTe;  are  often,  and  perhaps  mostly,  made  narrower;  but  I  thmk  this  injud.- 
Pimm  exceot  for  strict  reasons  of  economy  m  hrst  cost.       ,      .  ^     ^,       ,  „„„  .„ 

The  "dimen^^ions  of  side  ditches"  must  depend  upon  the  duty  they  have  to 
perfo  m.     A  totul  width  of  twenty-six  feet  for  two  tracks  allows  only  two  het 
Fon  wid  h  of  ditch^s,  which  is  sufficient  for  ordinary  dramage  in  shoit  and  dry 
Ixl'^Uons.  but  an  increase  to  three  or  four  feet,  or  -en  m-e,  -  som  t„n 
required.     For  two  ti.cks  and  a  gauge  of  not  «^«f,^'"g,^'^f  f '^r'J^V'^A^^^^^^^^ 

'watKwcd  for  "ido  dilch-es  to  be  not  Ics  th.u  four  feet  in  ether  c«e,  and 
mnrp  for  extraordinary  flo  v  of  water,  as  stated.  .      x„  „„f 

..DeptroTbaUast,  and  expense  per  mile  it  would  be  worth  mcurrmg  to  get 
it."     The  first  question  is  easily  answered ;  /lot  so  the  second. 

liiUast  should  not  be  hss  ^lan  twelve  inches  in  depth,  fhis,  with  a  "oss  tu, 
eeveffnches  dee  .will  give  but  five  inches  underneath  for  drainage  and  beanng^ 
A  l^s.  deuth  tn  afford  no  protection  from  frost,  and  even  this  depth  is  but  an 
tprnfecCe  The  deeper  L  ballast-up  to  two  feet,  or  «;'«"  «^J'^«-  ^J^  ^^""• 
BTasiytwelveincl^deep-ninefeetwideon^^^^^^ 

which,  n  a  soil  retentive  of  water,  may  be  regarded  as  '"'^J^/'^^J^f  ]  ^"^J.^^jf, 
Track  In  open  soils,  especially  sand  or  gravel,  the  case  is  very  di^^»<^"t '  "' 
fuch  soils  blast,  ind;ed,'shoul5  be  used  as  soon  as   ^ -n  be  ^PP^^^^^^^^^^  ^^^f^ 

cause  it  ultimately  to  .upersede  «o.,d  altogether  m  oases  where  uctl.e.  stone 

''"1,frrrd'to™l'c°^:eightand  other  el.aracteris.ics  of  engines  and  rolliu. 
A?^J-;i^sofen.See^a^^^^^^ 

gSe::uirX.sX;t:<^me*;;;ud  „ot  ,nore  tl,an  three  and  a  l.alf  to  four  feet 


'■ 


28 

of  lighter  weiffht  an(l  wifli  f  .m  ^'/'^^  ^ro  ght,  cspecmllj  liv<5  stock,  an  eii-ine 
eter  and  a  trA^^^^^^:^^^^^^  -  '-'^  f--  and  a  half  feet  dC 
proved  model,  with  four  drivl, .  S'  fi  "  .  I  "'  ^'f,  '"^'"'^  "^  *''«  «'-dinary  i.n- 
dors  proportioned  to  te  ^  Ltvnct  off      fT'^f  '^'^'^^^^t  diameter,  and  cylin- 

or  nther  cylindro-conic'il  Sn  ,^  1  •  i*"  ^''','^"'* '''"  '™»  body  of  circ  dar 
the  Baltimo^re  and  oZ  i Cd  •  '  l"  liXtf  ^''t  "^^^  '?'  *'^«  P-P-^^^  "-» 
w^ght  it  carries,  that  I  kno^of  ^o^anf  Llh^ct n t^'^^  ^'"•'  '^  '- 
tiel''  ^S:SS^^StKiI^i''^n^^^^^^'«^-t  veloci. 
So  far  as  experiei^ce  speaks  it  would  nnr""^"'?""  'T  «"='"««'-^  ^i»  «J?ree. 
ideas  on  this  subjec  .^  S.  \vo  S  tl  .t?""  '"  'T^"^  purely  theoretical 
twenty-five  to  forty  miles  De-hnm..^«f         passenger  locomotives  which  travel 

f-i.ht  engines  w/iriTattTf  th  V^of  ^Tf /"^  !?'  ^'^T'  "P'^"'^  ^'^'"^ 
half  the  loads  of  the  latter  and  I  -n?-.^  i  '.  •  ''  ^'"^  *'^^3^  ^^^'^^^  ^^^^  f'an 
nery  is  corresponding^  educed  Unon"!'^""''"  ""T  ^'^^'^  toilers  and  machi- 
creased  veloci?y  will  Je^t  H  y  be^^  ^^^^^^^^^  f-*  «^' -- 

against  the  outer  rail  should  he  in  f  1^  m  •  ^,«t' although  the  pressure 
cost  of  maintenance  s  not  n  that  Inn  r"  '  f '"  °^  *''^  ^^'•^«''^>^'  *!'«  ^^^tual 
the  testimony  or  rSl  er  the  (^^Snf  X  f  '"'  ^'*^*^'"  ^'"^^  ^"^^  f««t  trains,  if 
the  only  specific  evUen  e  tKan  he  tt"'"^''T'  ''J'  ^'  ^'^''''''^'  ^»"«!'  ^"^ 
toassignto^achclassortra  us  ts  true^h  ?.1"  '^'  '"^J'^*'  ^'  '^ ''  impossible 
newals    On  the  who  e  inasmuo      «  1  "*  *^'  'f  P,'"«"  «^  adjustments  and  re- 

taining track  and  rolinystrcrvlkhlTn  r  'T"^  '>'^"*^  «^  ^'>«  '^^^t  «f  •"'•»!"- 
thore  are  others  whiclf  maf  i^c  1^^^'!^^^^^^^ 

as  the  effect  of  speed   svSlvfpUn     '"^'^V  *5"?  *^'  «'°^Pl«  ^^'««ity,  and 
greesofcurvaturrithnk  noreT^^^^^^^^  «»^  ^e-  " 

every  variety  of  i^ad      Yet    wMe  h1  n"    \'?  ^'.^'•'^™'^  ^^^  application  to 

oqua;7engtifth:TngTir:ouiy  ;:^^^^^^^^^  r-r?  *-  ^^-^  o^  - 

and  tear  of  rolling  stock  and  rrjwonS  h.V       ^'^)''\  ^'^?'''^^'  «"^  *!»«  ^^ar 
other  line,  and  perhaus  no  .nfi  7  .-,      '"""'^^sed  thereby,  relatively  to  the 

ratio  of  the  velo?Se7a:  t1,Xf  ihr^a^td  tlSV'^  ^^^"11  ^^  ^^f  *^- 
(as  distinguished  from  the  fixed   snln.?-ir      ^^'^  movable  machinery 

engines,  and  the  wheds  and  Snn  n '  .ph.  AT  ^''^'"'^'  '^''"^'^'•«'  ^'^O  "^  the 
tiie  latter.  '""""'"^  ^^^"^  ^^  the  cars,  excluding  the  bodies  of 

witI^Vor?f4:l.rl"^t:rectr  "•'  ^'ri^^  ^^--^-^  in  connexion 
be  pro/erly  compTreTwi  it?.?;"  u^lTz^  undoubtedly  just,  and  no  lines  could 
the  result  to  theix^riginal  cost  of  CttSon"'  '"""^  expenses  and  adding 

of  yo:H:,trw;:tSer  "rSTt^ffe"'^  '-'f'^  ""'^'-^''^^  ^'  ^^-  P-ts 
As  it  is,  I  must  close  hvi'v       ^       F"  ''''"^  ^'''■'ber  suggestions. 

of  gauge  for  X  ;tt  l4  hl'ShStr^T,  '  '''''  ''''  '''^'  *'-  ^-'^^-n 
before  it  was  fixed  by  PrS^t  L  'coin  T.  ^''"  ^"re  maturely  considered 
great  national  highway  demms  in  mv  '"n  1  T'"^  T""''^'^'  '^'^'^'^''  "^  this 

unlike  in  -ve.l^esp^ts^Ill^^V-y  J';^-..,^    u,    Hts  own.  o,-,  at  least. 

I  am,  su',  very  respectfully,  yours,  ^ 

BENJ.  II.  LATROBE, 

Lieut.  Col.  J.  H.  Slvipson,  Corjjs  Engineers.  ^'''^  Engineer. 


/ 


s 


/ 


\ 


t  speeds  not 
<■<  (111  eiigiiio 
If  feet  diam- 
)rdinaiy  iin- 
'.  and  cylin- 
id  upon  tlio 

f)use  cars  in 
y  of  circ  liar 
irpose  u  oou 
car,  for  the 

ent  veloti- 
will  ajrree. 
tlieoretical 
liich  travel 
spairs  than 
'  less  than 
find  raachi- 
Fc'ct  of  iu- 
e  pressure 
the  actual 
t  trains,  if 
1.  whic!>  is 
impossible 
tits  and  re- 
^t  of  main- 
ains,  while 
3city,  and 
3  and  de-  - 
licatlon  to 
to  leave 

es  of  un- 
the  wear 
3ly  to  the 
than  the 
lachinery 
'•)  of  the 
bodies  of 

annexion 
les  could 
1  adding 

le  points 

question 
nsidcred 
I-  of  this 
at  least, 


meet: 


29 


APPENDIX  K. 

CoLoxKL  :  I  bog  to  answpr  vn.       •      ,     ^^|^^'"'^'Q'  Pa.,  Januar?/  5,  186G 
Question  1.  I  thi  k  a     ee  J^i    fr"'-"";^  ''"'  ^^^''  "''"^  ««  <<'"ow8 : 

of  H.e  section  in  cncloseS  skotc  i  Ivo  "id  h.'')^  '/'  ''^r^  P"""^'^  P-"  7a.<  .  and 
.  On  the  Pl.iladelpl„-aand  R  adinr;JLt^^^^   ^"'^"  ^'>»- 1'"'  ^aciHc  railroad.* 

gives  the  following  results  :  ^  ^  °"'  <^^P«»'eiice  of  the  last  ten  years 

''^gh?y:^:::2,l:!;^^tr''"^^^^^-?^---^"^ 

-gines,   fuel,   tenH  "and  A^^  C't"^*"%^"^  ^"^^'"^^'^'^  ''' 
pounds ;_        *^'"^'    "*    ^"'"^    "f    two    thousand 

Average  number  of  miles  Vi'in' hl'{  ■.•■'".■ 

Average  number  of  t^  s  o f  "  w  vl  r"""'.""'  ^"  ""^  y'^' 


3,  181,  4G0 
2,  229,  723 


4,  415 
295 


-il.-oad  joint  we  hattuTd    o'sw  r  S  ^'^^l'  '^^  ^^'^  "'""^^  ^P^^^ 
year's  experience  thereof,  with  a  ton"  .le  fo  ""'  ^""^^  '''"""S'^'     ^^^^^'-'al 

tons  per  annum,  justify  us  in  pilfe  S  i   to    ''  T'''  P"'/'  "^«^^''  ^.OOO.OOO 
elsewhere.  ^  pietcuing  ,t  to  anytlnng  we  have  tried  or  seen 

ei^tS:n4^^rtrS:"ir::;^:^^        by.nineortcn  inches  face,  and 
about  2,450  to  the  mile  ^     """'^  """"^'^'^  '"^^^  fe'auge.     They  are  laid 

and  thorough  drainage  on  eachS  On^  rf  ^'  ''^"'^^^^'^  '»  «»*«  f«r  good 
should  not  be  less  than  tn^  feet  outsi.W.T  T''"?,' "'^'''«  ^^g«  «f  the  bank 
e.s  than  ten  inches  tln'ck,  mal  in'St  7ro  l'"'-  ^'*"''^^'  ^^^'""^^^  "^^  ^« 
track.  In  building  a  firs  -cla^s  fnflrnn  J'^^V"^'''  >'^'"'^'  ?«*•  "i'"l«  of  si"glo 
passengers,  I  think  one  lllar  ner  c  bT'  i  ^  '"f T^  ^"^^^"*^''«  «f  tonnage  afd 
such  an  important  feature  as  go^od  baHasr      ^''"'^  "^^  ^^  ^^"^  ^"^^^  *«  ^ay  for 

toai^^^-^JtiiSl^i^fet^"^^^^'-^'--  ^^'^  that  it  is  impossible 

Ecspectfiilly,  your  obedient  servant, 

Lieut.  Col.  J.  H.  Sm^Z"'  ^"^'^  'P''*"'*'"<'-<it™S<..A 
tVy,,  Engmeer,  Lmted  States  Army. 


■  ru  .ocon  i,  „„„.„,  ,„  P.i::.i:;^::;:::;;;i^ 


BO 


I: 


f:( 


APPENDIX  L. 

COLOXK,        F   •    ,        1    t^  EXCUNOE  Pl.ACE,  NeW  YoRK,  /««««.^         IgGG 

matters  ^^voAt^i^  :z:':^o'Z'irr7^'  ^'""''"">^-  ^  ^-"^  ^j- 

tlio  highest  consideration  of  S"  o"  enUent^  •"^portauce.  and  worthy  of 

tai^;;^^:  thotjc:;^;::^^!;:;^^^  ^^•/^r^"  ^r-^^^^"'^  "■"^- 

portant  points.     The  war  of  fho^ln         •    i      ?  ^''^'''^  '"  ^''*^""  ^iews  cf  im- 

of  bearings;  the  great  SiS  fin  wM^^^^  *™^^'^-  ^^'^-« 

engines  on  the  two  division^  of  tl,!  ^  ^  l'^]^Z'  '"^'^  construction  of  the 
endless  variety  orfasteniT.g  fo  1  Ml"  gUT'  f'^'r^'r  "''^^'^^  '  ^l- 
ences  of  opinion  as  to  designs    nntori'.,!    m^  /  '""''^  "".^,  ''''^«"«'  '^'^^''■ 

never-endiLg  discoveries  and  -Cvintsin'r''".!'-""  "^  ^"'^^''■'^ '  '^"'^  ^''« 
ways,  all  point  to  the  fact  tha  3  n?      ?  1      ^iverything  connected  witli  rail- 

lecting  and  discussing  Stsanr<,n?r  '''"^"^  «  ^.^^^  «^«"d«rd  ;  but  by  col- 
prcse,^  system  of  raH ways  fn  U  fs  ^ZT  7"  ''"  T?^''^^'  "u"'"^"^^^^^  "»  t''« 
extreme,  ind  might  be  considerri^  !  Ir      ^ '  r  '  "'"'''  ^^  '*  ^^  abominable  in  the 

out  of  want  of  fapita  to  b"1  j"^.  ,",  ^  nenf ""  1  ^^''"'  T  '-^  "'''''''''  8'-- 
scientifically,  for  hat  is  a  word  t  nf^T  ;  -f^  ''"'^  correctly;  I  will  not  say 
appear  to  look  upon  w  th  S  I  it  J  ''' /'"'^  capitalists  in  this  country 
jHimbug.  They  ask  fo  practi;  nu  f  Tl  '  f"^  '^"'  T"^'  ^^^'^^  «"  ^^'^'^^  ^' 
be  such,  regardless  of  tl  e  man  neTe  '^^1  '"  f"'v'^"^'  '^'^^  understand  to 
ping  on  in  the  engineering  worl  f  outside  of^I^^^^^^  or  knowing  what  is 

biought  up.  Another  cau^e  for  selec  i^l  L  n  V'^'^^  """'^^  "^  ^'^'■^''  ^'«  ^«'* 
"1  this  country  is  that  they  can  b  Cc\  ;»  ^"nT  ""V  ''"^^^•"^*  ^'^^^^^''^'^ 
way  presidents  and  directors  wi^l,  fn  on  ■  ^" ,  ^''"  an««I'cr  cause  is  that  rail- 
men  ^vho  will  do  as  They  a^e  told  to     ^'"'"'     '  '''''^'  themselves,  and  employ 

and  prsLng^rStl*'  tl^Sghtf^^^  f  ''r  l""'}'^ ''''  ^^^  ^-^  ^-  ^'-^s 

uable  lives,  to  the  wL  i  .!  of  man^  milH  ^  f  "^i^'  ^^^^  °^  ^^•^"^^"^^  «^  val- 
tion,  and  to  the  dostru  o^^/of^^t^mo  Inf  f'l".  '"  ^''="''«"  ^^^^  '^^"^truc- 
of  delays  and  confusion  to  business '  md  2  woHd  of '  P^'^?'^^'  *?  ««^  "«*^'"? 
man's  brain  when  he  now  takes  a  ride  by  r.ll  ^^""^  *'^^'  '"'^^^  ""  ^^^^T 

I  wdl  now  answer  categorically  your  (u^.tions  as  near  as  I  can. 

WEIGHT    OF    RAIL    FOR    A    FIRST-CLASS    RAILWAY. 

I  consider  that  a  first-class  rail  can  be  made  with  fi-^  tn  fi7  a      c 

per  yard,  provided  the  metal  is  f^r^^  nnoliH-  65  to  67  pounds  of  metal 

thousands  of  tons  oivJ\,hl'ltl  1"''|'  > '  Pl'^Perly  piled  and  rolled.  Many 
p.g,  chiefly  ma?e  Iro^  oirscodrirn."V  "'m'""^^^^^^"'^^  ^^^'''^  «^"  ^^^^ch 
Cheating  i^  making  mTls,  tt  re  iVXSf  v'  '^'"  '"^'"t"  "^  '^'^  '"'^  ^l'^^^' 
has  become  universal  in  FnH.m         /      1  ^  companies  cheapening  the  price, 

Robert  Stephelon  gaSmefnaner  r   ^.^  "'^fP^"^"^  ^^'^  «^«"'»'^T 

Railway  Company  aftef  examinin^fi.r  v  T  *?  *^^'  "^v"^^""  ^"^  Northwestern 
says  :  •' Af^er  beh,g  X^aterbri  theV^^^  l"^  "'^  ^'"'  '^"^"^^'  "'  ^^^'^^^  he 
the  Staffordshire  houses  do^e  to  hoin7.?  ^'""«^^'/«"  J««k  your  orders  to 
nished  you  six  months  since  Lll  ^  \  ^''"'  ™^'^'  ^"^^  ^^e  rails  they  fur- 
you  to  Let  rolli;"'i;f„rS  Jrutu  J.^SV.?  H-;-f     ^.-M  Jdvise 

Ihe  Umted  States  government  find  that  thej  can  make  muskets  better  and 


■U       1S66. 
or  to  address 
I  doom  the 
id  worthy  of 

ficult  uiid(!r- 
'lews  (if  im- 

0  of  opinion 
rse  syHteras 
:tion  of  tlin 
lihviiy  ;  tlie 
ional   difRr- 
;h  ;  and  the 
d  with  rail- 
but  by  col- 
sely  on  the 
able  in  the 
sure,  grows 
'ill  not  say 
is  country 

1  science  is 
lerstand  to 
ig  what  is 
;h  lie  was 
t  railways 
!  that  rail- 
iid  employ 

for  goods 
ds  of  val- 
construc- 
y  nothing 
on  every 


of  metal 
Many 

I'  Scotch 
ot  blast. 
'»e  price, 
country, 
western 
'■Inch  he 
rders  to 
ley  fur- 
l  advise 
■St- class 

ter  and 


tie  iS,?"  *>''r""^'«»  ->/Kurope  :,  ':'lr'^r;;  '  -'<'  '^'-  '■.'  'be  work 

balnst,  drama-e,  distance  between  Hie!,.'..!  '''^'^^'7«« '»  the  speed,  en-ine«, 
and  other  causes,  ,nake  it  impol  ib L  to  n'  '"'';  '"'''  ^^'"■'=''  '•'"I'.i'v^  are  d  , ' 
be  done  over  rails  of  difFere  Jwe  d  /  r"  V"^,  f  '"  ^'"'  *'•'•'«"  which  ^^ 
engine  and  speed  which  are  the  d.  ?f  eiemenr"'  ^^  /'"•■"  '"""''""  ^'"^^  ''  -'^  tZ 
.^ay  wearmg  them  out,  for  tley  aro  neve.  '"  ''''■^^'••'>"'"f?  rails.  I  will  Z 
Another  ehnnent  in  the  life  of  aU  s  .r;i.Uh':;f  T'  l'"^-  "'•''  ^'•"•^'""'  ""' 
Thei;  i  '^.P^"''^^'"t8  of  Rennie  and  J  orin  t     I?f  ''"\  ^"'"••"^' '"•'•f'-ce  of  ,ho 

fl"ng  to  do  with  its  life.  ''  ''^''''"^  ^^"^*  ^^'dth  of  head  of  rail  has  sle- 

HEST   CKOSS-SECT/O.V    OK    RAIL. 

Jtr2:tjr:r£S  ^'-  ''>«  best  section 

""  7;^^.  «l««Per.  or  to  sandwich  tlte,S  b^tl      f""'     .^^'"^  ^^^"^  ^'^'"'^  -»'« 
tern  of  railway  track  I  have  lon^r  hnJT  P^twecn  longitudinal  bearioirs,  a  svs 

sandwich  system  allows  of  tKrE'T*^ ''  'V''''^  >"  ^'"'^  ^«"ntry     T,  3" 
stiffness  than  can  be  obtained  from  anvofi     ''^'  '•  "'*  '"  ^'''""^"'-  ^^tem  and  more 

jng  surface  where  it  belo.Srclose  to  L  Ih^T'  '^^^^^'"-  ^'  ^'««  «"  the  ben? 
joints;  requires  less  labor^smScoVnd  In  '^^^^^^^^^  '^  ««^^'«t8  to>;,X 
rail  being  a  symmetrical  one,  w  ifwi  „^^^^^^  "^  H''  '^•^«'^'  «"d.  in  addition  the 
«P  when  the  head  is  worn  out  The  i  ffi"'  u '''  '^?  "'"'''  «^"  ^c  turned  bo  torn 
symmetrical,  having  a  beavy  '  hafr  o„  ^eh  sL;"'' •  '''?  ^"^''^^'  -'^'  -J'^^''^ 
i¥,fr'r^kmg  an  indentation  at  eae^^^^^^^^^^^  ^''«  «^-»sI»ng  the  rail  in 

when  the  liead  ,s  worn  out.  The  diffienUv  .  f  *  prevents  it  being  reversed 
United  States  is,  that  not  having  mS.'^^Ly'^V^''^^  '^^  ^'^  generalise  in  the 
when  under  a  heavy  traffic.  rendeS  f In  ^''T^'  '^  ""^^  t^"-""Sh  the  sleeper 

Zr{  "J  ^^*''^^^^-  >"^^  ««t  to;2s  bcforeT""'  P»-^««"'^««»  of  the  tinXr 
-Brunei,  of  the  Great  Wp^tov,.\  n  t    ^^  ^''"^  decay. 

fied  with  his  bridge  raU  0"  Xjnd  i.?'  ''"^'^'^".^'  ^'-">^  t,ecome  di.satis- 
t^riV'^'T^''^''^  «^«S  net  "nft^l':^^^  '!  -•'  --'-■  to  tie 
fJ"*!^.^^"^7i^  was  tested  at  the  Suswicklrt^  •'"!.  '^'f^^'^'-^  P"»»^J«  P^r 

ba^e  of"^'.^'''-  '\'''^''  ^  "-  J'-ving  made  inder  m^  \"  ^"8-'^".1,^"  l^^S,  at  Ihe 
base   of   3i^,    niches,   weighin-  gttv  tLl  ""/ «^^»  ^P^^cifications,  with  a 

three  and  a  half  feet  apart.*'  The  six tv  i v  ^T^'  Vor  yard,  with  bearing 
8ixty.thi;ee  pound  rail^broke  w  h  af  C  ^T.f  'f  ^''^''  '''''^'  ^^  tons  the 
than  ordinary  rail.  Tliey  were  mi  f  1'  ''  ^''"'^  ''^'^^  «««t  one  f hird  mo 'e 
ng.a  specifications.    I  /entitn  Thif  to  shC'tCt" '  '-f  '''^  ^"^  ^'^"^^^  "'"- 

to  snow  that  rails  cannot  easily  be  rolled 


{  i 

ii 


32 

-ii  for  .t..n„i..) .........  u^ .:;. '  ,r  vS.:^ ;  'it-  ,  r  1 1"  .^""^  «^f '^" '' 

plHtor.rcl.air  ofnoino  kind  ui,,!,.,-  tl„.  mil    .f?     i         '  ''"^'/'^  P''H''nf?  a  b.-nring 
HHnvin^^  could  lMM.mTf,.d   .^o  1     ,  J    i-nr     l'"''";'  ^  «'«.««"vi"ced  that 
Anoil,crHy.r.,.mof'tnickwll       r'       .         '"■iko.f?  the  track  rnoro  Bocure. 
^looncTH  are  of  cast  im     or  I  "    '^  "^  ''  «y"nn,.trical  rail  is  that  where    ho 

kind  ..an  been  pnt  nt  7  i^l'^rLr!  an' 1  k"'"''"'  "'r?"''^  '•""•  ^  ^'•'^'^k  of  t  . 
u-d  on  a  long\.,il  J;  i  \  ;  't  ;/i  ;.  Co^feT  'i^'f^'^".  ^'  ^^  "o^  being 
far  inferior  to  a  track  na  ent  wl  J  7  /  ^•'"f«''l<;ntinn.  but  it  is,  in  my  opinion. 

which  al.o  Im.  i  r'l  ^  ^^vi,  a  :;;,Hi' In7'  '7""';  '"  ^''''  "Iron^aiLa^"; 
of  India-rubber  between      T  f  w  le  "  H,         'tl     'V^T  ""  "''^''  ^^'^''  «  P'^^^^ 

•eavy  trafHc  of  the  Erie  railway  I'rf'  a  f'  '''"^  '''''  '""^  '"'^''  ^I'e 
Waking  the  sleeper.,  and  req^U  "  b,"  i  r".  ute.ft  ""  ''''  ^''''  ^''''""* 
Bl.'<;perH  were  lij^ht,  and  of  an   i.d\'rior  n  ft e  ,    to  '"  "'  '''''""■'•     '^'''^«« 

',l("«i^M,foratraekisexceedindylV  iV'ln^  ''   ""^  I»-«P"«cd.     This 

for  fastenin,.s;  in  fact  it  hn^uIh^nil^Zf^  ''"''?'  T^''}"'^'''  "^  keys 
to  pieces  except  by  a  full  jran"  of  n er  ^" ;  ^  ^  *^'".'""*;  '"'"'"  ^'^'J'  ^o  pulled 
London.  It  L  no^t  lik  y'to  co,  e  i,  ^'^'Z  ""^  "•''^  '^^  '^  ''^'^'^y  "^''^^ 
tnne,  on  account  of  its  c^ost.  I  on  ^i^^.S  imb^l'",  ''"'  T""'>'  ^"'^"'"^ 
economy  in  first  cost,  and  often  n  iv  mn  <  '  t  ■  ""^T'^'  ^">^'nc'"'8  study 
necks.  ^''"  I'''-^  "'"^^  intention  to  their  pockets  than  their 

THE    ..EUrrS   OP    O.KFKnK.XT   VAR,.T,ES   OK  AMERICAN    ,KON. 

tl.a?tm  MlTtl^G":;; '3'?^'^'  T'  '  ^""  ^'"  *''>^  P^"*'  ^^ut  I  will  say 
Mississippi,  the  iftiyTs^  U^^^^^^^^^^^^^    ^^  ^ "^  ^^.^'^  ^^^^  to  beyond  tS 
can  be  made  of  a  much  be  ter  VuXv  th  m  .     ''''"'T '^""  "'^/'"'^ 
England.     They  have  more  exn,  -t    ^  i    ^  """  ''^^'^  ''«'!  «»•  ^^^^  S^'t  from 

working  iron  thL  we  have  but       ^1"^^^  '"  ftf  """^  *'A'"^'  ^""^'^  «'^"''  "^ 

this  :  among  all  the  experiments  nulobvP  f  .u'?^-  ^""  ^'^^^  ^'"  P^'ove 
ncers.  through  a  series  of  wnrf  J  .1  -^  ^"'""'^  ^^'^"^'^t'  «^"  tlie  royal  engi- 
the  kingdom',  to  ^Z^ J^X^'^J^l  ;"'-^^--  «/  "-  ^om  alf  parts'of 
result  as  high  as  29,000  nomrFs  tn??.  "^'J""""'  ''"^  '''^  "«*  Set  a  tensile 

United  Stati  or^^^n^  ^^^Z^^^^^^^f  ^  ^vhile  Major  Wade,  of  the 
Greenwood  iron,  got  one  result  n«'  1  '''^/''^™^'  purpose,  and  using  only 
"umber  of  mean'rfsults  of 'ove  40  oof  nom.ds '''''  '"^^'^":  ^f  ^^'^^S^nd  ^ 
strength  of  the  iron  in  an  E.XhTurimno  .  1  rT""'!  ^"''^-  ^^^>«  ^^"^^^e 
periments  gave  only  18,145  ounds^n.-  «^^  ^/  *¥  ordnance  office  for  ex- 
Btood  why^England  i    Jtvti,  g  so    C'stlv  to  Tt    ^'  ''  f*  ^^^""'^"^  "'^'^^r- 

dr?';^''%^«"'«  ari  aTLw  as  9.J  "lnd'10'000""^'^  ""^^  '^^"^^° 
UXt;'o  :  oJ^sTo  tntiti:i^.^^l|'  England^I't- obtained  from  a  pas- 
tures." in  whicu  the  poXStcvof  tst^iS;  ''r".'^^"*""  ''  ^«"^^^  StL- 
than  slow  is  exposed'an'd  seUled  br/xfertenV'^     '"  "'  ^"'^^  "'^^  ^  ^"^^« 

Hev^^tltlt  Vhth^SirwriTo^^^^  fn-n  ^"l^'!^?^'^^  '°"^  P^^-  ^«  the 
titles.     Of  late,  American  orelLv^T  ''^"^'^"'^  '"  considerable  quan- 


/ 


Tliirt  being 
Dtl  Boction  of 
iif?  a  bearing 
nviiiccd  that 
Tioro  Bcciire. 
lit  wh(>r(!  the 
track  of  this 
8  now  being 
my  opinion, 
)ii  milwuy," 
with  a  jihito 
I  under  the 
'arn  without 
h-8.     These 
xsed.     This 
Its,  or  keys 
J.  bo  pulled 
lilway  near 
y  for  some 
icans  study 
'  than  their 


IN. 

I  will  eay 
aoyond  the 
which  rails 
1  got  from 
re  skill,  in 
will  prove 
oyal  eiigi- 
ill  parts  of 
■t  a  tensile 
de,  of  the 
siiig  only 
125,  and  a 
'he  tensile 
'.e  for  ex- 
tly  under- 
I  wrought 
d  15-inch 
Kingdom 

in   1858, 

jeriments 

between 

im  a  par- 
ty Struc- 
a  bridge 

or  to  the 
•le  quan- 
e  frauk- 
>csgemer 


33 

process,  were  there  no  uses  for  it  here      'VU„  l\    v  i 

of  importing  American  Salinhury  iron  -m  f.V  1"  .'  V"-""';'':«  "••«  now  talking 
tlu-y  have  utterly  failed  i,.  Tl  L  2,  1  !  ''1  •'.','  ■'""^"'^'  '•'"■-^vhecls.  ,5 
in  Englan.l.     ']'he  Anierican       J  V  ^""''""f  """  '•'""<'"l  w1um-|s  fro.u  any  iron 

wheels-from  thc>  r;ulwayH "  '     .rd'^Akxa^^^^  ''T;/'"  ''"«"^''  ---Jt-lZ 

Trunk  railway  of  Canada^sai^ 

mental  i„  tlu^lntroductio  V  •{''?;      ";^^^^  "'«  l  •' I  wa"  myself  instru- 

ye«.«'/'i»I  «""I  to  abandon  them  aKether  '  "  '""^  "^'"'  '^''  "'•  '^''^ 

Htaud  a  load  of  two  L,  a  o  di^m-y  sn^-d^    '1'^' 'r'^r  ''"f  "''^'  ^^'"''■'  «''""W 
Jnm  a  guarantee  that  each  w  e     Jil  '«ta„d  t  v     .^^'r''"^'"""''""  "'''^'  "  ^  ^^'"  ^ivc 

I  Imvo  now  said  enough  to  prove  tluAl^^i^-  .'       '"'^  "^'"'''•"     ^  *'''"'' 

B    lu  piovt  mat  American  iron  has  some  virtue. 

"K»T   ■•l.A.V    K„»    C„A,„s,   „,,K,«,   „„  „TI,„«   jo.NT    KASTR.Vr.V,,, 

they  will  an,-ver  to  s...n,3  7     •  •     '.       '  ^f>»t'"Uous  lips  made  so  lone  that 
Thfs  kind  of  d    i  "n  iX^^^^^  f-F-.  a.  d  serve  as  Hsh-?la  " 

"ot  easily  split  length  vis,'     Tl"  iL?  ?  '  n""''  ""?'  """^^  ''""^'^  «^'  ^'^^t   t  will 
and  screw.b\,lts  put^     2ou^h   le  1  ^Im '^  "^  '"  '''"  '"''^'^  '^  ^'"'  ^•'"■'' 

been  able  to  undustandXr.lv  •  ''  '''f  '^'"^  "^  '■''^-  ^  '^'^ve  neve; 
attention  to  the  ioint  n  ^II.    '       '     "°'"'T ''"'^  suj.crintendents  pay  so  little 

joints  of  the  rails'",::!  h'  g  t'^rm'niZ'^s  tUv  mu  7',."'  ^P!;-^-' -  1"'^1>-"^  the" 
stroyed  at  the  joints  first  '"rj.,""".*'!'' '     "'^T '""st  all  see  that  the  rails  are  de- 

often  below  tL  g"  era  'eVel  o  t ho".  '  •"''  f'  -''"^  P'^'"^^  '»  *''«  ^'-''ck.  being 
of  all  the  enginefaXcan  it  ni  '  ""'It  ''™'"'  ""'  ""'>^  «^"  *''^  '•«''«  buf 
burnt  vvhile?unniig  bcavV  a  nC  r  ant'"'  '^'"^,  "'^'^'"^'  «^ '^'^  ^'^'^^  ^^^^ 
give  as  each  wheel^assel  o  er  X-  iC  III  7'''/;  «"V^'''^'^*''«  J"'"^« 
country  by  machinery  make^  ,.,.nnS  J"   /•     ''ook-headcd  spike  made  in   this 

less  thL  i  inch  sqi^rrbut     ^rx  au;stion"^f^^'".'""'^'  '' ^'''^  ■''«"'  «"'^  "« 
not  be  made  to  ans?ve    bette    audrSZnT      ""'"^  -"T'  "*  ^^'"^^  «'"^«  ««»W 
land  the  chairs  are  fistened'fn  ,1  ^  ?      "'ore  economical  in  the  end.     In  Eng- 

answer  the  pTr  ,osc  ye  y  w  11  W^SiH^  ^  T'-f  -'"P^^^^^'^  «^k.  wlWch 
are  used  ;  chaii  are  dispensed  wltl  but  fh  jf '  '"''  ^"'^  ^'"""^■'^  screw-bolts 
with  good  effect.  ^  '  ^"'  ^'«h-pl«tes  arc  introduced  at  the  joints 

DIMKX.IO.XS   OP    AND   DISTANCES    HETWEEN    SLEEPEHS. 

of  rf!;:t"8fiLKSdSrj        ^^^^rr  ^r  *'^«  ^^-^--^-^  ^-^^ 

thick,  laid  2^-  feet  from  centre  to  ce,  ire  T?  f '  ^?;"u'''''  ^•'^«'  ^"^  6  inchts 
at  right  angfes  to  the^enti^line  of  ; fad  and '•?;  ^  '"  '^.- '  """"''"^  ^"  «'^«'  ^^^^ 
the  joints  are  fished  and  made  as  stiff  af\ny'rt??l  ^'"'T-''-  "P*^'"*'  ^^^^° 
to  have  large  joint  sleeoers  or  the   ,  iLf  "^  P  *^^  '■^'''  '*  '«  »«*  necessary 

the  rail.     T^leepers  uCd%n  tht  ctfe"^^^^^^^^^^  ''  '^'^'^^'^  «f 

"i.8i.e.the  usual  dimensions  ca  led  fr7eir7+^^^^^^^^^  ^'^''^^^' 

G  mches  thick;  but  in  most  cases  the  sleepeTs  f^ll  slrt  !;>  .i"'^'5-^^'^^''  '""^ 
Recently  railway  companies,  finding  that  SSnnl  .1    ^  *^^^^  dimensions, 

traffic  and  increased  siL  of  en  "ine/have  rli  ted  t """"  J  ""*  '*'"'^  *^^  '"^^^^^^^ 
sleepers  in  the  tracks.     In  some  ra^e^he  '^aeP,  1  7""'"^  '""''"  "^  *^^««  ^'"^ll 
greater  than  their  own  width      ThL C    s  for X       ''f  '^'"P''"'  ^'"^  »°^  '""^l^ 
adds  largely  to  the  labor  expend  d  ^   repji         l'      "l"^  P^.^'VPikos.  and        . 
same  amount  of  timber  in  fewer  sleenerst^Pl"!.  ^  ^^"  ^''^^  ^^^^  ^^^^ 

lining  track  vouM  h- --,  V     T  ^^^P^^t'ie  labor  account  f,-r  surfarin-  and' 
g  tiack  v,orud  b.  ..ach  reduced,  the  drainage  would  be  better,  the'surfl'ce 


I 


!i 


/ 


34 

cxnoHCfl  to  decay  wouM  bo  l..»^  and  tlu-  numln'r  of  f.iflteninff^  would  bo  much 

I  will  not  Icavo  tbo  wubjoct  of  nhcpcvA  without  m(>ntioiiiti;^  thn  groat  linr)ort- 
anco  ot  clicmically  i)i(.|)arin{?  tin!  titnb.'r.  Various  m-tliodrt  b.ivo  l)(.,,n  invn.ted 
moHt  of  winch  ur(!  VMluiihl.',  nud  have  provod  of  much  benefit,  particularly  in 
1  ranee  and  Germany.  Some  mcthodri  are  oxponHivc,  calliu},'  for  tho  timber 
bcmi}?  lM-onj,Mit  to  n  coatly  apparatun.  and  miicli  time  consumrd  in  trcatini;  it 
ihn  method  invented  by  I'aine.  called  "  Payaniziuf,'."  which  results  in  forniinff 
an  lUHoliible  salt  in  the  capillari<'s  of  tho  wood  by  (irrtt  forciiifj  in  chloride  of  limo 
in  solution,  and  then  Hulphato  of  iron,  is  probably  the  boHt.  Timber  prepared 
ni  this  way  is  almost  incombustible;  it  adds  to  the  weight  and  hardness,  and 
gives  It  great  durability. 

The  system  usually  adopted  in  England  is  to  soak  tho  sleepers  in  creosote,  in 
ordmary  wooden  vats,  thn  creosote  used  being  coal  tar  with  the  ammonia  taken 
out. 

Th(!  process  invented  by  Dr.  13oucherio,  in  France,  and  used  there,  appears 

to  have  many  advantages,  and  is  worthy  of  much  attfution,     A  liqtii.l  containing' 

a  min(;ral  sulid.atc  of  copper  or  chloride  of  zinc  is  run  through  the  timber  when 

hrst  felled, and  when  the  .sap  is  in  a  liquid  state;  this  is  done  by  elevatiu"  a  tub 

contammg  the  liquid  about  18  to  20  feet  above  the  ground,  and  convey7n-  the 

iquu   to  one  end  of  the  Btick  or  log  by  a  flexible  tube.     With  this  head  to  the 

liquid  tbo  sap  IS  readily  and  ([uickly  driven  out,  and  its  place  supplied  by 

the  mineral  solution,  ^  ^  '' 

I  feur  that  there  is  but  little  u?e  in  preaching  tho  preservation  of  timber  to 

Americans ;  they  have  it  in  abundance,  and  intend  to  waste  it,  to  destroy  it,  and 

to  be  as  prodigal  of  it  as  they  possibly  can  ;  but  the  day  will  come  when  the  pes- 

terity  of  this  generation  will  mourn  over  the  folly  of  their  fathers,  as  tho  people 

of  J<ianco  of  the  present  day  lament  over  the  timber-destroying  propensities  of 

Ineir  ancestors.  ■/     r>  i     t 

WIDTH  OF  ROAU-BKD  AT  OKADE  I\  EXCAVATION  AND  EMUANKMENT. 

The  road-bed  in  excavation  should  be  in  earth  cuttings  not  less  than  '^6  feet 
and  in  rock  cuttinors  not  less  than  24  feet  wide,  for  a  single-track  railway  of 
ordinary  gauge.  This  leaves  sufficient  room  for  side  ditches,  which  should  be 
not  less  than  two  feet  deep,  with  slopes  IJ  to  1  in  earth  cuttings ;  the  slopes  of 
tlieea'-tb  cutting  from  bottom  to  top  should  be  never  less  than  U  to  1  •  in  some 
cases,  wnere  the  material  has  a  ten.lency  to  run  or  slide,  the  slopes  may  be,  and 
shou  d  be,  incroused  to  2  to  1  and  sodded.  In  open  rock  cuttings  the  slopes 
should  never  be  less  than  J  to  1.  o  i- 

Embankments  should  have  a  top  width  of  18  feet,  with  slopes  of  not  less  than 

f     J    .    V"^*"P  ^''''^^^'  ^''^"'^  ^^  ^^^^  "P  ^"h  care,  after  the  road  is  com- 
pleted, by  hauling  from  the  cuttings.     Embankments  are  easily  and  quickly 
washed  away  at  top  by  storms;  it  is  a  common  thing  to  leave  them  so.     When 
m  this  reduced  condition,  if  an  engine  leaves  the  rails,  it  ia  sure  to  topple  over 
the  embankment,  often  dragging  the  train  to  destruction.'  It  should  be  recol- 
lected f)y  railway  men  and  legislators  tliat  a  railway  is  never  finished,  nor  can 
the  capital  account  ever  be  closed  with  proj)riety  where  there  is  a  growin.^  traffic 
requiring  additional  stations,  enlarged  buildings,  more  sidings,  and  increase  of 
rolling  stock.     Ihe  practice  in  this  country,  as  to  capital  account,  is  open  to 
much  and  deserved  criticism.     In  many  cases  the  capital  account  has  been 
Closed,  and  the  net  earnings  which  belong  to  dividend  accounts  applied  to  new 
constructions  to  accommodate  increased  traffic ;   in  other  cases  capital  has  been 
uged  to  pay  the  current  expenses  of  traffic,  and  the  whole  earnings  applied  to 
dividends.     It  is  evident  that  both  these  ways  of  mana<rement  nre  wrniU.  but 
who  can  remedy  them  as  long  as  the  spirit  of  stock  gambling  pervadea^'every 


re,  appears 


nor  can 


85 

nKPTII  OF  UAr,L.\8T. 

r.'Ki.M,  „f  i.,„.„ ,  ,i  CI,  "i  „  n  " "":",''  '">■  '''■■'■'""" '"'  'i'«  """I'- 


?;tl™-:;;z,£r:;rj:^ 


eti 


Ti...  i.n,.Mranc    o  •  b    1, L     „  l!',"  "^  '''"'''  ^"■''""-  ''"^'  "-"'""f^'  «'"^k  cost, 
ballast  h.-ap.  of  tl.o  L.n.lo     •,,     1^..  ^      I       ■  '^^'j";'"'""^  '''"•"'^^'^^  *■••"'"  ^»'« 

grav..l  iH  not  t.f  Ik^  htd        .^'   :   ^  j^^  ,1  r,;- „    ''  l''"  -"^'1  "V'-i^Ian.l.  where 

held  n.  In^lnr  e«t  Jm           w  ,n    V    r'      ''  '!"l"»''^'»-';.i"  K%'l«nd.  it  should  be 

one  .loubtH  this   1,  t  hi     !  .'.f  r         ."''''  '  ■"''  '''■"•"  ^'•"^'^'^  '"'*•  «'"••«»«•     If  «ny 

on  any  roa  1    n         Zd'   u  tvt    ""^'r'  ""^  '''"'  "'"  ^"'•'^  ^^'■^''  -"•<'«« 

Hpring  or  fall.           "  "^  '"  "'''^'"'^  "  ""  "»^'  "*"  «»r  inilwayn  in  the 

particularly  the  f.)rl     w    dnow  f'  ""r^'"^^'""  '/^  locomotive-^  a.ul  car.. 

.'te.ni  ^nidients  anTHhrn-n    n  '     '  '''"°''  '"'"'"^  ""^^  mountain  work,  where 

TheV-ngi^  !7theGr«.^^  ""--'^^'-1  i"  ^Le  world 

made  engine.  ;  f  ncUn.  t  couldl  IT  ^''""^' '""''  "^  '"••^''  ^'^f^'  ^^''g'i«i»- 
American  pat^ert"  hc/h'ntdcr  7^10  o^  "^'J-'  '"''^"'' i'-^'^  "''^'"''^  ^''^'^  »« 
ISipercelu.  duty'on  th'goi  ^  ttc    ( W^^^  thm  country,  paying 

sent  me  in  ISflO  he  had  43  moro  hnHf  V"  '  ,  "^  ^'''-'  '^''^^  "*  ^^  "'Port  he 
In  a  letter  writte    fW  no  bHlr  T?l  •  '"'"  !'?P'  "^■^^'''  ^'"C'-i^-'-^'i  patterns, 

ho  Hays  :  "  On  the  Sini^i.^  o/  M  '  T^T-"'  'l^  '''''  ^''"'  ^^^"«'lia"  railway, 
the  English  engines  rfcZk  .V       ^'T  "',  *''"'  'I'""^  ^^^  »^^'^'-  ««»'^^  k«<"P 

Vhere  the  lim  e  '  1  "  h^  ^I'T  '"^l^'T''  "^'  ^""^'^^  '"  >'  «"""try 
that  a  road  cZotl  wo  id  w  l^nn  1  "''  T"^  '^"""^^^  ^"^  builtwithout  it; 
it  nu..st  be  obta  rd  at  any  co.t      S.??'''  ot  certah.ty  without  it;  and  that 

first,  and  when  a  road  is  i^rlpe  td'  ^  r'alfi^^'b^t  itSd  ^"^  "'  ^^ 

gravel^broke^n  ^llt^'Sl^tS^:^''^'  ''^'^^^  ^'^^^  ^«  -rse 

nELAT,V.  ADVANTAGES  OP  D.PKERK.T  PLANS  A..D  MATERIALS  POK   RA.LWAV 

BRIDGES.  'liVVAV 

r2.:;":3,Jti;rr;i<^r!:f^:.;!t''v^^^^^^'T  ^^^ "« ^-^■^'«- 

is  burnt  the  whole  traffic  of  the'!  0.^^.  iT'""  '"'7  ^'"^^^  "^  magnitude 

last  for  months,  tellhigsovcrelvuniir?^^        ^'•'  '"''^f'  ^''^  ^«"^'«'«  «*^l"«h 
to  say  nothing  of  tK  n^e7oc  a^^^^^^  "'  'T^''^'  f"^^  ^''  '"fl"^"^«' 

Cases  of  this  kind  a,^  numerL,7nt  ^'"7  ""?  ^"'"^  ^"^'"«««  "P««  it. 

of  it  is.  that  cXan  e^  Z  d''r',"'    ;  «  «.""»try.  but  the  apparently  idiotic  part 

lost  by  fir,  and  tCVo^in'ti^'ldit  ^f'  :;X ;:  H^^tH'^'dif"? "^'^  ""'' 
recently  the  case  at  Troy,  in  thi<.  Stat."  ^voaUhy  districts,  as  waa 

Iron,  stone,  and  brick  are  the  only  three  reliable  materials  to  build  with;  for 


J 


3G 

all  smnll  structures,  such  as  culverts  under  embankments,  stone  and  brick  have 
a  decided  advantage  over  iron ;  but  for  all  large  structures  iron  has  much  the 
advantage  over  stone  or  brick.  Bridges  such  as  the  Britannia,  the  Victoria,  the 
Saltasb,  and  all  suspension  bridges,  could  not  be  constructed  of  stone. 

Two  hundn^d  feet,  or  thereabouts,  appears  to  be  the  limit  to  whicli  stone 
•arches  can  be  built  Avith  success,  and  within  any  reasonable  cost.  The  largest 
span  for  a  single  arch  oi  stone  ever  built  in  modern  times  you  have  on  tlie  line 
■of  the  Washington  aqueduct ;  the  largest  in  Europe  is  theGrosvenor  bridge 
over  the  Dec,  in  England,  and  the  largest  we  have  any  record  of  is  one  said  to 
have  been  2;31  feet  span  over  the  Adda,  near  Trezzo,  in  Italy  ;  but  there  is  no 
record  to  show  when  it  was  built  or  Avhen  it  was  destroyed.  With  iron  we 
have  extended  this  limit  of  stone  to  spans  of  459  feet  in  rigid  girders,  as  in  the 
Britannia  bridge,  and  to  821  feet  by  suspension,  as  in  the  Niagara  brid;j:e,  and 
■this  limit  by  suspension  is  likely  to  be  much  exceeded  in  a  short  time,  since  a 
ibridge  of  1,221:  feet  span  is  in  course  of  construction  over  the  Kentucky  river. 

Mr.  Barlow,  an  engineer  of  note  in  England,  and  the  first  authority  on  the 
strength  of  matcrialis  after  visiting  this  country  to  see  the  Niagara  liridge,  re- 
ported it  as  a  reliable  bridge,  and  as  likely  to  endure,  if  taken  care  of,  as  any 
bridge  of  stone,  (he,  of  course,  meant  the  iron  part,  the  cables,)  and  tli"n  offered 
to  build  a  bridge  of  .3,000  feet  span  (jf  steel  wire  over  the  Mersey,  at  Liverpool. 
It  is  not  necessary  to  say  any  more  t((  show  the  great  and  wonderful  value  of 
iron  as  thi'  best  material  for  building  bridges  of  large  span,  say  all  spans  over 
50  feet. 

As  to  the  relativ(!  merits  of  different  plans  much  may  be  said,  'i'lie  solid 
plate  girder,  as  used  by  Robert  Stephenson  in  the  Britannia  bridge,  under  the 
peculiar  circumstances  of  having  to  build  it  in  one  place,  and  erect  it  while 
whole  in  another,  became  the  rage  among  engineers  in  England,  and  to  a  certain 
extent  has  remained  so  to  this  time.  Many  bridges  on  this  plan  have  been  built, 
which  are  reliable  and  have  an  abundance  of  strength,  but  they  have  also  an 
abundance  of  iron,  more  than  is  necessary  to  obtain  the  same  strength  with 
other  plans  of  construction.  The  solid  plate  girder,  or  the  box  girder,  or  any 
other  girder  of  large  span,  made  of  plate  iron  riveted,  is  behind  the  scientific 
knowledge  of  bridge-building  of  the  age  in  which  we  are  living.  An  admira- 
ble and  well-written  article  on  the  comparative  merits  of  the  plate  girder  as  used 
in  the  Victoria  bridge,  and  some  of  the  American  iron  truss  girders,  will  be  found 
in  the  American  Railroad  Journal  of  fire  to  eight  years  since. 

The  Warren  girder,  as  used  in  England,  appears  to  be  a  reliable,  good  plan  of 
construction ;  it  was  used  in  the  great  Crumlin  viaduct ;  the  tests  applied  to 
which,  when  finished,  were  very  satisftictory.  This  plan  of  bridge,  like  the  plate 
girder,  is  entirely  of  wrought  iron,  ignoring  the  merits  of  cast  iron  in  bridge- 
building.  I  contend  that  cast  iron  is  the  proper  m;iterial  to  use,  and  is  vastly 
superior  to  wrought  iron  in  bridge  building,  when  its  duty  brings  in  play  its  com- 
pressive strength,  and  that  wrought  iron  is  the  material  to  use  where  the  duty  is 
n  tensile  oue.  American  engineers  of  note,  in  designing  new  plans  for  bridges, 
■did  not  lose  sight  of  the  comparative  merits  of  cast  and  Avrought  iron  Avhen  used 
in  their  right  places.  This  is  seen  in  studying  the  plans  of  Colonel  Long, 
Bollman,  Fink,  and  Whipple,  all  of  which  plans  are  Avorthy  cf  much  attention 
and  consi(..!ration.  All  ha\'e  posts  and  top  chords  of  cast  iron,  which  are 
ahvays  in  a  state  of  thrust  or  compression  ;  Avhiie  the  suspension  rods,  lower 
chords,  (Fink's  and  Bollman's  have  no  lower  chords,)  diagonal  bracing,  &c., 
Avhich  are  ahvays  in  a  state  of  tension,  are  of  wrought  iron.  The  largest  bridge 
structure  ir.  South  America  is  one  of  ii  on,  on  the  plan  of  Colonel  Long,  Avhich 
was  built  ill   Ncav  York  and  erected  under  my  direction  in  Chili,  in  1858.     It 


\ 


and 


has  eleven  spans  of  thirty-three  metres  each,  and  consists  of  many  tlious 
parts,  all  of  each  kind  interchangeable  ;  it  Avas  not  erected  or  put  together  until 
brought  to  its  destination ;  it  Avas  then  erected  Aviihout  any  one  piece  being 


rick  have 
mil  ell  the 

;toria,  the 

licli  stone 

10  largeat 

11  the  line 
or  bridge 
le  said  to 
lero  is  no 
1  iron  we 

as  in  the 
idjre,  and 
p,  since  a 
•ky  river. 
ty  on  the 
i rid  go,  re- 
i",  as  any 
"n  offered 
Liverpool. 
i  value  of 
pans  over 

'iMie  solid 
luidor  the 
t  it  while 

a  certain 
)een  built, 
re  also  an 
iigth  with 
e-r,  or  any 

gcientitic 
1  admira- 
Icrasuscd 
1  be  found 

od  plan  of 
ipplit'd  to 
3  tiie  plate 
in  bridge- 
is  vastly 
y  its  com- 
be duty  is 
ir  bridges, 
vhen  used 
ricl  Long, 
attention 
vhich  are 
ads,  lower 
cing,  &c., 
est  bridge 
ng,  which 
1858.  It 
thousand 
ither  until 
tee   being 


\ 


37 

found  deficient  in  sizi^  or  fininli.  When  keyed  up  it  had  the  e.\act  camber 
culled  for,  which  it  ha^  preserved  under  the  traffic  of  heavy  engines  to  the  pres- 
ent day,  without  any  expense;-  for  repair.^,  watching,  or  other  items,  save  an 
occiirtional  inspection.  'VhU  should  bo  considered  sulHciont  proof  that  the  ]ilan 
is  a  good  one. 

The  plans  of  Bollman  and  Fink  can  bo  se>  n  on  the  Baltimore  and  (Jhio  rail- 
road, where  thoy  are,  I  believe,  ludd  in  high  esteaui.  I  consider  eicli  of  these 
plans  as  a  valuable  invention  and  worthy  of  great  attention.  I  have  no  doubt 
of  the  practicability  of  building  reliable  brid^'os  on  either  of  the  last-nam-d  plans 
up  to  and  beyond  400  feet  clear  sj).ni. 

Tiie  plan  of  Fiuk  appears  to  lie  based  upon  the  most  -eierititic  principles, 
and  capable  of  the  cleansst  and  most  simple  demonstraiiun.  as  to  the  dnry  per- 
formed and  the  distress  su-itainod  by  each  and  every  part,  of  any  bridge  yet 
invented. 

Every  bridge  of  iron  sihould  be  constructed  of  the  best  material.  The  cast 
iron  should  be  tested  (every  piece  separately)  fortlaws.  The  limit  of  elasticity 
of  tlie  wrought  iron  should  be  not  less  than  30,000  pounds  per  square  inch;  the 
dimensions  so  arranged  that  the  distress  resulting  from  its  own  weight  and  the 
passngo  of  the  heaviest  trains  shou.d  not  exceed  S,000  pounds  per  square  inch 
for  cast-iron,  and  9,000  per  square  inch  for  wrought  iron.  Every  bridge  should 
have  an  ultiaiato  strength  of  at  least  six  times  the  amount  of  distress  it  is  daily 
aubjeuted  to.  The  system  of  making  iron-steel,  semi  steel,  and  homogeneous 
metal,  as  it  is  called  by  Bessemer,  and  patented  by  him  in  England,  will  no 
doubt  revolutionize  all  largo  things  made  of  iron,  and  particularly  iron  bridges 
and  rails.  Cold-rolling  iron,  as  introduced  by  Mr.  Lauth,  of  Pittsburg,  is  also 
likely  to  bo  introduced  with  advantage  in  the  wrought  iron  of  bridges  ;  but  in 
reducing  the  amount  of  material  used  in  a  bridge,  weight  is  an  element  of  impor- 
tance which  must  not  be  lost  sight  of.  The  only  writer  on  bridge  construction 
that  bus  ever,  as  far  as  I  know,  introduced  this  element  in  his  discussions,  was 
Mr.  Roebling,  in  treating  of  the  merits  and  capabilities  of  his  Niagara  bridge — 
a  work  which  will  make  his  name  imperishable  among  engineers  ;  a  work  which 
may  r.ank  as  one  among  the  only  four  great  engineering  structures  accomplished 
by  man  since  the  creation. 

WEIGHT  AND  OTHKR  CHARACTKRISTICS  OK  E\(il\E.S. 

Til  is  is  an  important  matter  in  the  economy  of  ii  railway,  to  discuss  which 
fully  would  fill  a  volume.  In  no  country  in  the  world  has  so  much  ingenuity 
and  happy  invention  been  applied  to  locomotives  as  in  the  United  States. 
As  railway  companies  were  determined  to  have  p'oor  tracks,  it  became  a  ne- 
cessity to  have  not  only  good  engines,  but  woiulerfully  good  engines  and  cars, 
or  abandon  tin;  railway  system  altogether  ;  for  with  cars  on  four  wheels  and  ten 
feet  between  axles,  and  engines  with  a  wheel  base  of  sixteen  to  eighteen  feet, 
as  is  c  .mnion  in  England,  with  the  axles  parallel  and  fixed  in  a  rigid  frame,  it 
Avould  be  impossible  to  \\ork  our  railways,  particularly  where  mountain  work 
necessitated  steep  gradients  and  sharp  curves.  The  English  engine  may  be 
compared  to  a  fonr-legged  stool,  which  will  only  stand  firm  and  steady  on  a. 
true  and  level  floor.  The  American  engine  may  be  compared  to  a  three-legged 
stool,  which  will  stand  steady  on  any  floor,  all  three  legs  touching  and  support- 
ing. The  American  engine  is  a  creature  of  necessity ;  and  a  magnificent  crea- 
ture it  is,  when  properly  handled  by  skill  and  intelligence,  which  is  not  always 
the  case  ;  for  railway  companies,  instead  of  striving  to  improve  the  condition  of 
locomotive  engineers  by  giving  increased  wages,  good  houses,  schools  for  their 
children,  and  pensions  for  their  families  when  killed  while  pursuing  their  haz- 
ardous and  trying  duties,  appear  to  ignore  the  great  value  of  thi.?  class  of  men, 
and  think  it  economy  to  treat  them  as  near  as  possible  like  laboring  men,  for- 


38 


/ 


I'  i 


getful  that  their  duties  are  most  arduous,  and  that  there  is  more  responsibility 
of  life  and  limb  intrusted  to  their  charge  than  to  any  other  class  of  men,  to  say 
nothing  of  the  care  and  good  keeping  of  a  costly  and  most  intricate  machine. 
If  any  one  doubts  the  skill  required,  and  the  arduous  nature  of  the  duties  per- 
formed by  a  iirst-class  engineer,  let  hira  mount,  as  I  have  done,  on  the  ibot-board 
of  an  engine  with  one  of  these  men,  wben  he  is  about  to  drive  his  hundred  miles 
in  two  hours  and  a  half  on  a  dark,  stormy,  cold  and  cheerless  night ;  then,  while 
shivering  and  holding  on  to  a  stanchion,  let  him  watch  that  man,  who,  with  one  hand 
on  the  throttle  and  the  other  on  the  reversing  bar,  gives  thought  to  his  fire  and 
water,  and  while  his  ear  keeps  guard  over  each  pulsation  of  the  engine,  his  eagle 
eye  peers  into  darkness  to  watch  for  some  signal  or  obstruction  as  his  wonder-work- 
ing machine  flies  through  space  and  appears  to  laugh  at  time.  I  think  1  sec  the 
doubter  turn  pale  as  he  stands  by  that  cool  and  fearless  man,  and  regret  that 
he  ever  attempted  to  solve  his  doubts  by  such  a  perilous  ad/enture.  Let  him 
reflect  when  his  ride  is  over,  when  his  couraga  returns,  and  when  he  feels  grate- 
ful that  he  escaped  with  his  life,  that  that  engineer  has  had  his  brain  taxed,  his 
constitution  exposed,  and  his  nerves  strung  and  unstrung  in  that  way  .ilmost 
every  night  in  the  year,  and  that  when  he  r(  tires  to  his  bed,  it  is  often  in  a 
state  of  perfect  exhaustion.  I  beg  pardon  for  this  digression,  but  the  engineer 
is  to  me  an  important  point  in  railway  economy. 

The  weight  of  an  engine  should  bo,  in  a  measure,  governed  by  the  number  of 
wheels  on  which  it  rests.  In  England,  engines  have  been  built  of  forty  tons  on 
four  wheels,  and  sixty  tons  on  six  wheels  ;  this  must  be  ruinous  to  any  track, 
and  should  not  be  admitted  on  any  road  at  any  speed.  Four  tons  to  a  wheel 
for  fast  trains,  and  five  and  a  half  tons  to  a  Avheel  for  slow  trains,  would,  I  con- 
sider, be  a  fair  limit  Avhen  the  economy  of  the  whole  railway  becomes  a  study. 
I  am  satisfied  that  speed  is  in  most  cases  more  destructive  to  rails  than  weight. 
Mr.  Dodamead,  superintendent  of  the  Virginia  Central  railway,  wrote  me,  in 
1861,  that  the  rails  wore  better  on  the  mountain  division  of  that  road,  where  they 
used  their  heavy  engines  called  "  climbers."  than  they  did  on  the  level  portions 
of  their  road,  where  they  used  lighter  engines  at  higher  speed.  In  1853  one  of 
the  superintendents  of  the  London  and  Northwestern  railway  said  to  me,  la 
answer  to  som  ■  questions,  "  I  do  not  believe  that  there  has  ever  been  an  ex- 
press train  run  over  this  road  that  has  paid  its  expenses."  I  mention  these 
things  to  show  that  high  speed  is  attended  with  great  expense;  and  as-  all  roads 
are  worked  with  trains  at  different  velocities,  it  is  impossible  to  get  at  the  exact 
destructive  results  of  trains  at  high  speed.  Dr.  Lardner,  in  his  work  on  "  Rail- 
way Economy,"  published  in  1850,  says  in  reference  to  express  trains  :  "  I  have 
no  doubt,  from  long  and  careful  practical  investigation  into  the  effects  produced 
by  the  action  of  engines  on  railways,  that  the  damage  sustained  directly  and  in- 
directly by  railway  proprietors  in  consequence  of  express  trains  moving  at  ex- 
traordinary speed,  is  far  greater  than  any  profits  derivable  from  such  tiains  can 
cover;  and  I  liave  no  hesitation  in  saying  that,  considered  in  a  commercial  point 
of  view,  railway  proprietors  would  be  fully  justified  either  in  laying  a  much 
higher  rate  of  fare  upon  express  trains,  or,  which  would  be  much  more  advisable 
and  more  consistent  with  their  own  interests,  suppressing  them  altogether."  I 
will  close  this  matter  of  engines  by  recommending  all  passenger  trains  to  be 
worked  at  a  speed  not  exceeding  thirty  miles  an  hour  with  thirty-ton  engines, 
on  eight  wheels,  four  of  wdiich  are  drivers  ;  that  all  goods  ti  ains  bo  worked  at 
a  speed  not  exceeding  fourteen  miles  an  hour,  with  engines  of  thirty -five  to  forty 
tons,  on  eight  wheels,  six  drivers  and  two  wheels  with  "Hudson's  improved 
Bissell  truck;"  that  all  the  engines  be  fitted  whh  steel  tyres  to  the  driving 
wheels,  and  Giftbrd's  injector  as  well  as  pump?^;  that  the  materials  used  and  the 
wo'-kmanshiii  be  of  the  very  best:  tliat  all  engines  be  l.nilt  at  first-class  works, 
and  a  fair  price  paid,  to  in.sure  first-class  machines 

The  private  reports  made  to  the  London  and  Northwestern  railway  by  Mr. 


/ 


39 


Edward  "Woods  in  18o3,  as  to  llie  economy  of  the  different  classes  of  engines 
on  tliat  great  railway,  contain  valuable  information,  and  prove  clearly  that 
the  heavy  crank  engines  of  the  southern  division  cannot  bo  made  to  work  with 
the  same  economy  as  t'u;  light  outside  cylinder  engines  of  the  northern  dirision. 


KAILWAY    CARS. 


The  passenger  and  freight  cars  in  general  use  on  American  railways  are  in 
design  admirably  fitted  for  railway  service.  The  cast-n-on  wheels  used  in 
American  cars,  when  made  by  experienced  founders  from  good  American  iron, 
are  superior  to  tlu;  wheels  used  in  any  other  country  for  endurance.  It  is, 
however,  common  for  American  companies  to  demand  wheels  at  a  low  price. 
When  this  is  the  case,  Scotch  pig  and  poor  qualities  of  American  iron  are  used, 
and  an  inferior  Avheel  delivered. 

The  great  merits  of  the  American  Avheel  are  becoming  known  in  Europe. 
They  are  adopted  in  seven  English  railways  in  South  America,  and,  I  believe, 
on  all  the  English  railways  in  Canada. 

The  American  journal-box  was  tried  by  Mr.  McConnell  on  the  London  and 
Northwestern  railway  in  1852  on  the  tender  of  a  locomotive,  while  a  set  of 
English  boxes  were  tried  on  another  tender.  They  were  both  run  on  express 
and  gravel  trains  for  a  distance  of  six  thousand  miles,  and  the  result,  as 
reported  to  the  Institute  of  Mechanical  Engineers  at  Birmingham,  in  October, 
1852,  was  as  follows :  American  boxes,  six  in  a  set,  cost  one  and  one-half  penny 
per  day  for  oil,  cotton-waste,  and  leather  ;  English  boxes,  six  in  a  set,  cost  nine 
pence  per  day  for  axle-grease — showing  a  saving  of  seven  and  one-half  pence 
per  day  (equal  to  fifteen  cents)  on  each  set  of  six  boxes.  Besides  this,  there 
was  a  saving  in  the  first  cost  of  boxes,  the  American  set  of  six  weighing  one 
hundred  and  seventy-six  pounds  less  than  the  English.  To  show  how  difficult 
it  is  to  introduce  any  improvement  in  railway  matters,  and  particularly  in  Eng- 
land, I  would  state  that  the  American  box  is  not  introduced  on  any  railway  I 
know  of  in  England,  although  this  experiment  Avas  made  on  the  road  of  the 
largest  moneyed  railway  corporation  in  the  world  by  an  eminent  mechanical 
engineer,  and  given  to  the  public  through  an  institution  composed  of  all  the  lirst 
mechanical  and  railway  men  of  the  kingdom. 

It  has  been  acknowledged  in  England  by  "  The  Engineer" — a  leading  authority 
in  railway  matters — that  American  engines  running,  as  they  say,  "  over  what 
we  know  to  be  a  notoriously  inferior  track  to  those  in  England,"  perform  an 
average  duty  of  twenty  to  twenty-five  per  cent,  more  th-in  the  English  engines ; 
but  they  have  not  in  any  way  attempted  to  account  for  this  difference.  1  have 
before  said  that  the  American  engines  in  design  are  superior  to  the  English, 
particularly  on  steep  gradients,  sharp  curves,  and  inferior  track;  but  this 
superiority  would  not  be  so  prominent  and  glaringly  evident  were  both  engines 
on  good,  straight  tracks,  Avith  light  gradients.  There  must  be  another  cause :  it 
is  in  the  different  systems  of  cars  used.  The  English  use  four-wheeled,  the 
Americans  eight-wheeled  cars.  The  English  cars,  when  loaded,  have  about 
half  their  loads  overhanging  the  axles.  "VVhen  in  a  train,  and  it  is  started  in 
motion,  they  feel  quickly  all  the  irregularities  of  the  track,  and  begin  to  oscillate 
in  the  direction  of  their  length,  using  up  in  this  way  a  large  portion  of  the 
power  of  the  engine.  The  American  car  has  but  little  of  its  load  as  over- 
hanging weight.  The  trucks  oscillate  as  they  pas.s  irregularities  of  the  track, 
bixt  the  load  does  not,  leaving  the  engine  to  utilize  its  whole  power  in  traction. 
If  any  engineer  can  give  a  better  reason  for  the  American  engines  doing  more 
duty  on  an  inferior  track  than  the  English  engine  does  on  a  superior  track  I 
would  like  to  hoar  it. 

The  American  cars  are  all  they  should  be  when  built  by  first-class  builders. 
When  unprovements  are  made  they  will  be  introduced  by  the  car-builders,  and 


40 

not  by  the  railway  companies.  All  the  pnblic  ask  or  expect  of  the  companies 
is  that  they  will  keep  their  cars  clean  and  in  repair.  This  in  most  instances 
the  pnblic  do  not  receive,  nor  will  they  get  it  as  h.ng  as  there  is  bnt  one  class 
of  cars  provided,  and  one  fare  charged  for  high  and  low,  rich  and  poor,  saint  and 
sinner,  clean  and  nnclean. 

RATIO    1\    WHICH    RAILS    A\U    U01,LI:V(i    STOCK  DKTERIORATK  WITH  DIFFERENT 

TELOC  TIES 

It  iri  impossible  to  give  any  mathematical  answer  to  this  question,  nor  could 
there  be  without  having  two  roads  laid  at  the  same  time,  side  and  side,  with  the 
same  iron,  gradients,  curves,  sleepers,  fastenings,  ballast,  number  of  stoppages, 
&c.,  and  run  with  equal  Aveight  engines  at  different  velocities.  The  answer 
must  bo  a  general  one,  and  can  be  no  more  than  an  opinion.  My  belief  is  that 
the  duration  in  the  life  of  the  rails,  engines,  and  cars  would  be  increased  over 
one  hundred  per  centum  by  decreasing  a  speed  of  forty  miles  to  twenty  miles 
per  hour;  aad  I  believe  that  nearly  the  same  result  would  be  found  between 
speeds  of  thirty  and  fifteen.  x\gain,  with  the  same  track,  the  iron  would  last 
longer  with  the  same  velocities  by  using  twenty-tun  engines,  with  corresponding 
trains,  instead  of  forty-ton  engines  and  trains  to  utilize  their  tractive  power. 

Having  answered  all  (questions,  I  must  now  apologize  for  not  having  done 
what  I  proposed — give  categorical  answers  instead  of  the  rambling  and 
digressive  nature  of  this  paper,  and  for  having  introduced  many  things  ap- 
parently foreign  to  the  subject;  but,  thinking  and  believing  that  there  may  be 
an  occasional  line  or  idea  in  it  worthy  of  notice,  and  that  may  in  some  way 
directly  or  indirectly  assist  in  railway  reform,  1  respectfully  submit  it,  and 
remain,  colonel,  your  obedient  servant, 

W.  W.  EVANS. 

Lieut.  Col.  J.  H.  Simpson, 

Corps  Engineers. 


/ 


APPENDIX  M. 

Union  Pacific  Railroad  Company,  Engineer  Department, 

13  William  street,  Ntw  York,  January  29,  1866. 

CoLOXEL:  I  have  the  honor  to  acknowledge  the  receipt  (some  weeks  since 
at  Omaha)  of  your  circular  letter  of  the  18th  of  December,  1865,  accompanied 
by  a  circular  from  the  honorable  Secretary  of  the  Interior,  in  which  you  invite 
my  opinion  on  several  points  connected  with  the  construction  and  operation  of 
railroads,  with  a  view  of  laying  it,  with  others  of  the  same  character,  before  a 
board  of  "government  commissioners,  directors,  and  engineer  of  Pacific  rail- 
road," for  the  purpose  of  "aiding  the  government  in  establishing  such  a  standard 
for  these  roads"  (the  Union  Pacific  and  its  branches)  "that,  Avhen  finished,  they 
will  subserve  the  purposes  for  which  tliey  are  built,  and  be  a  credit  to  the 
nation." 

A  reply  to  your  communication  would  have  been  forwarded  at  an  earlier  day 
had  you  not  informed  me,  in  person,  that  the  meeting  of  the  board  had  been 
postponed  from  early  in  January  to  early  in  February. 

The  position  which  I  have  the  honor  to  occupy,  of  consulting  enginoer,  of  by 
far  the  most  important  of  the  roads  referred  to  in  your  letter,  might  be  regarded 
as  placing  me  in  a  position  of  some  embarrassment,  and  possibly  of  warping 
ation  to  the  subject-matter 


my  jud 


i)ject 
in  what  I  may  say,  to  be  entirely  frank,  as  well  as  independent  of  any 


deavor, 

interests  which  I  may  be  supposed  to  represent.     I  shall  claim  your  pardon, 


/ 


41 

however,  if  from  tliis  or  any  other  consideration  ray  (li^cussion  of  the  r^iilijoct 
takes  a  somewhat  wider  range  than  appears  to  be  contemplated  in  your  letter. 

Tlie  law  of  Cong:ress,  granting  government  aid  to  the  Union  I'acific  railroad 
and  branches,  provides  that  ihey  shall  be  built,  as  ^\fir.st-dass  raihnads."  It 
also  provides  that  the  Preside  nt  of  the  United  States  shall  appoint  three  eom- 
mif^sioners,  whose  duty  it  shall  be  to  examine  the  roads  and  certify  to  this  fact. 
It,  also  provides  that  the  President  shall  appoint  five  government  directors  for 
the  Union  Pacific  Railroad  Company,  one  of  wiiom  shall  be  placed  upon  each 
of  the  standing  committees  of  the  board.  It  also  provides  that  the  President 
shall  iix  the  eastern  terminal  point,  the  point  of  crosj:ing  the  100th  meridian  of 
longitude,  and  approve  the  location  between  these  points.  It  also  fixes  the 
extreme  limit  to  the  grades  and  curves  of  the  road,  the  width  of  gauge,  and 
character  of  the  iron  rails. 

"With  all  these  safeguards  thrown  about  these  roads,  for  the  purpose  of  pro- 
tecting the  interests  of  the  government  and  securing  their  proper  construction, 
it  would  seem  almost  impossible  (unless  the  government  ofiicers  fail  in  the  per- 
formance of  their  duty)  for  the  railroad  companies  to  evade  a  proper  discharge 
of  the*  responsibilities  imposed  upon  thom  by  Congress;  and  it  will,  in  my 
opinion,  be  equally  difficult  for  the  board  of  government  commissioners,  direc- 
tors, and  engineer,  referred  to  in  your  letter,  to  establish  a  common  and  unvary- 
ing standard  for  the  construction  and  equipment  of  these  roads. 

The  term  "/Irst-class"  railroads,  as  generally  used  in  this  country,  iloes  not, 
so  far  as  my  experience  and  observation  extend,  either  depend  upon  or  apply  to 
any  particular  "weight  or  cross-section  of  rail,  plan  of  chair,  spike  or  other 
joint  fastenings,  dimensions  of  and  distance  between  ties,  width  of  road-bed  at 
grade  in  excavation  and  embankments,  dimensions  of  side  ditches,  depth  of 
ballast,  different  plans  and  materials  for  railroad  bridges,  weight  and  other  char- 
acteristics of  engines  and  rolling  stock,  or  ratio  in  which  rails  and  rolling  stock 
deteriorate  with  diflerent  velocities." 

You  will  find  that  all  the  foregoing  characteristics  which  are  specified  in  your 
letter  not  only  vary  materially  on  the  different  first-class  roads  throughout  the 
country',  but  upon  the  same  road. 

I  do  not  know  of  a  first-class  .ailroad  of  any  considerable  length  that  has  not 
almost  every  variety  of  weight  and  pattern  of  rails,  chairs,  engines,  cars,  plan 
of  bridges,  width  of  road-bed  and  ditches,  machine-shops,  station-houses,  &;c., 
&c  These  are  or  have  been  generally  governed  either  by  the  location  of  the 
road,  the  grades  and  curvature,  the  peculiar  views  of  engineers,  the  financial 
condition  of  the  company,  or  the  nature  and  extent  of  the  trafiic  for  which  the 
road  was  constructed.  You  may,  thert.'fore,  select  any  number  of  the  acknowl- 
edged first-class  roads  throughout  the  country,  and  you  will  find  that  their 
general  characteristics  will  vary  just  in  proportion  as  their  peculiar  location,  the 
views  of  their  builders,  and  the  character  of  tlieir  business  varies. 

You  will  also  find  that  these  roads  have  generally,  if  not  in  all  cases,  been 
constantly  improving  their  condition  in  regard  to  structures,  outfit,  and  other 
particulars,  since  their  first  construction  in  order  to  keep  pace  with  their  con- 
sfantlv  increasing  traffic,  so  that  a  road  five  or  ten  years  old  presents  an  entirely 
different  aspect  from  what  it  did  when  first  opened  to  the  public  as  a  first-class 
railroad.  Hence  it  may  be  considered  perfectly  safe  to  assume  that  all  these 
things  will  be  regulated  by  the  managers  of  the  road  as  fast  as  the  interests  of 
the  company  or  the  re([nireinents  of  the  public  may  demand. 

In  view  of  the  foregoing  facts  and  considerations  I  have  assumed  that  the 
term  Jirst-dass  railroad,  as  intended  by  Congress  to  be  applied  to  the  Union 
Pacific  railroad  and  its  branches,  means  a  railroad  suitable  and  proper  in  all 
respects  for  the  nature  and  extent  of  tlic  traffic  which  the  whole  or  any  portion 
of  the  road  may  reasonably  be  expected  to  do  when  first  opened  to  the  public, 
of  which  the  commissioners  appointed  by  the  President  were  to  be  the  judges; 


42 


/ 


V 


■I 


nnd  tlmt  everything  beyond  tliis  was  intended  to  be  left  to  the  future  control  of 
the  stockholders  a'ul  managers  of  the  road,  whose  interests  will  at  all  times  be  at 
lca?t  twice  and,  perhaps,  three  times  as  large  as  those  represented  by  the  gov- 
ernment; and  further,  that  in  granting  a  liberal  donation  of  lands  and  loans  of 
government  secnrities  to  aid  in  the  construction  of  these  roads,  the  character  of 
the  roads  and  their  outfit  was  a  secondary  consideration  with  Congress  when 
compared  with  the  great  importance  to  the  government  and  country  of  their 
speedy  construction. 

I  have  therefore  advised  that  the  lino  should  be  so  located  us  to  admit  of  the 
prescTit  or  future  adoption  of  the  easiest  gradients  and  curvatures  consistent  with 
rea^<onable  length  of  line  and  cost  of  construction ;  that  the  excavations,  em- 
bankments, side-ditches  and  cross-drainage,  should  be  of  lib(!ral  dimensions; 
that  the  culverts  and  bridge  abutments  should  be  permanently  built  of  stone 
whenever  it  was  to  be  found  within  reasonable  distance;  and  when  it  was  not, 
to  use  the  most  durable  timber  attainable,  with  a  view  to  the  substitution  of 
stone  hereafter  ;  that  tlie  truss  bridges  of  long  spans  should  be  of  the  best  plans 
in  use,  and  composed  of  durable  timber;  that  the  cross-ties  should  be  of  liberal 
dimensions,  of  the  most  durable  timber  attainable,  and  laid  not  less  than  twenty- 
four  hundred  to  the  mile ;  that  the  iron  rails  should  be  of  the  most  approved 
quality  and  pattern,  weighing  not  less  than  fifty  pounds  per  lineal  yard,  and 
thoroughly  secured  to  the  ties  with  wrought-iron  chairs  and  spikes  ;  that  the 
track  should  be  ballasted  with  the  best  material  on  hand  ;  that  sidings  not  less 
than  two  thousand  feet  in  length  should  be  inserted,  and  water-stations  con- 
structed at  intervals  of  ten,  twenty,  or  thirty  miles,  as  the  probable  running 
arrangements  of  the  road  would  require  ;  that  permanent  and  capacious  machine- 
shops  and  engine-house  should  be  constructed  at  the  eastern  terminus,  and  at 
proper  locations  along  the  line,  to  afford  the  necessary  facililies  for  repairs,  at 
intervals  of  from  two  to  three  hundred  miles ;  that  passenger  and  freight  sta- 
tions should  be  constructed  of  suitable  dimensions  and  at  proper  points,  to  ac- 
commodate the  probable  business  of  the  road  when  opened  to  the  public :  that 
the  road  should  be  fenced,  and  cattle-guards  put  in  wherever  it  passed  through 
cultivated  farms  or  districts;  that  the  rolling  stock  should  be  of  uniform  pattern, 
of  the  best  quality  and  workmanship  attainable,  and  sufficient  in  kind  and 
quantity  to  acc(immodate  the  traffic,  and  that  beyond  this  no  money  should  be 
expended  at  present,  except  in  pushing  the  work  forward  with  the  greatest 
possible  energy  and  despatch. 

I  have  never  for  a  moment  doubted  that  a  road  of  the  character  above  de- 
scribed would  come  clearly  witiiin  the  requirements  of  the  law,  entitle  the 
company  to  the  government  aid  which  Congress  intended  should  be  placed  at 
their  disposal,  "  subserve  the  purposes  for  which  it  was  built,  and  be  a  credit 
to  the  nation." 

Having  thus  stated  the  general  principles  which,  in  my  opinion,  should  govern 
the  action  of  your  board,  I  will  now  proceed  to  state,  as  concisely  as  possible, 
my  views  on  the  specific  points  submitted  in  your  letter. 

1.  1  consider  that  a  rail  of  good  quality  of  iron,  weighing  fifty  pounds  per 
linear  yard,  of  the  Union  Pacific  railroad  patt(;rn,  when  properly  supported,  is 
the  best  and  most  durable  j-ail  that  can  be  used  for  ordinary  traffic  on  level  or 
moderate  grades.  U'he  weight  of  rail,  or  underlying  support,  should  be  in- 
creased proportionately  as  the  weight  or  draught  of  the  engine  is  increased,  by 
reason  of  steeper  grades  or  other  causes. 

2.  The  best  joint-fastening  now  in  use  I  believe  to  be  the  Jis/i-joinf-;  next  to 
that  is  the  wrought-iron  chair  of  theipattern  adopted  by  the  Union  Pacific  Rail- 
road Company. 

3=  Cross-ties  should  be  eiglit  feet  long,  and  six  by  (not  less  than)  eight  inches 
square,  and  should  be  laid  not  less  than  twenty-four  hundred  to  the  mile. 

I  desire  to  say  in  this  place  thatl  am  not  now,  and  never  have  been,  in  favor 


/       V  43 

of  a  cross-tie  track.  I  believe  that  a  continuous  bearing  of  limber  (say  eight 
by  twelve  inches)  is  much  the  safest,  as  well  as  cheapest  in  the  end.  I  have 
scarcely  taken  up  a  newspaper  within  the  past  month  that  has  not  recorded  a 
serious  accident  and  loss  of  life  occasioned  by  a  broken  rail.  These  accidents 
could  not  occur  with  a  continuous  bearing  of  longitudinal  timber  underneath  the 
rail ;  if  the  rail  should  break  it  could  not  get  out  of  place.  Broken  axles  and 
wheels,  as  well  as  most  other  accidents  to  the  running  machinery,  occur  from 
the  same  cause,  or  from  the  shock  occasioned  by  passing  from  a  full  bearmg  on 
a  cross-tie,  over  the  vacant  space  between  the  ties.  The  rail  in  time  becomes 
disintegrated  and  weakened,  and  finally  breaks.  I  would  rather  have  a  lorty- 
pound  rail,  laid  on  a  continuous  bearing  of  timber,  than  a  fifty-pound  rad  laid 
on  cross-ties  two  feet  apart  from  centre  to  centre.  The  saving  in  the  wear  and 
tear  of  rolling  atock  and  rails  will  be  at  least  ten  per  cent,  per  annum. 

4.  The  Avidth  of  road-bed  proper  at  grade,  or  bottom  of  tie,  both  in  excava- 
tion and  embankments,  composed  of  material  that  does  not  wash  or  slide,  shoiild 
not  be  less,  and  need  not  be  more,  than  twelve  feet.  The  dimensions  of  side- 
ditches  should  be  governed  by  the  probable  amount  of  drainage  and  the  width 
between  bottom  slopes  of  excavations,  by  the  character  of  material  and  depth  ot 

cut 

5  I  consider  the  "  i^IcOallum  patent  inllexible  arched  truss  railroad  bridge  '' 
to  be  the  best  in  use.  The  "  Howe  truss  "  i«  the  next  best ;  either  are  good 
enough  for  any  ordinary  purpose.     I  have  never  been  in  favor  of  iron  bridges 

for  railroads. 

6.  A  locomotive  with  five-feet  drivers,  cylinders  sixteen  by  twenty-tour 
inches,  and  weighing  from  twenty-eight  to  thirty  tons,  is  the  best  for  ordinary 
work  on  ordinary  grades.  If  you  wish  to  transport  extraordinary  loads  on  high 
grades,  you  must  increase  the  power  and  weight  or  adhesion  proportionately. 

7.  I  think  that,  as  a  general  rule,  and  with  ordinary  use,  tbr  rails  and  rolling 
stock  of  a  railroad  depreciate  about  fifteen  per  cent,  per  annum  ;  and,  with  let- 
erence  to  different  velocities,  that  they  deteriorate  in  the  ratio  of  the;  increase  ot 
speed— that  is,  the  wear  and  tear  is  twice  as  great  at  a  speed  of  twenty  miles 
per  hour  than  at  ten,  and  so  on  to  any  reasonable  limit. 

The  foregoing,  I  believe,  covers  substantially  all  the  points  specified  ni  your 
letter.  The  views  upon  them  are  expressed  hastily,  and  Avithout  resort  to  cal- 
culations or  statistics.  •       i-  •  i 

In  conclusion,  I  desire  to  express  my  entire  confidence,  in  the  disint.;iested- 
ness  of  the  motives  of  yourself  and  the  other  ofiicers  who  are  associated  Avitli 
you  on  the  part  of  the  government  in  connexion  with  this  great  national  en- 
terprise, in  whatever  you  may  do  to  elevate  and  establish  the  standard  of  the 
work.  In  doing  this  within  reasonable  and  proper  limits,  you  will  always  have 
my  hearty  co-operation  and  support. 

[  desire  also  to  express  the  hope  that  you  will  not  lose  sight  of  the  other  great 
idea,  that  all  these  things  are,  or  should  be,  subordinate!  to  the  vigorous  prose- 
cution and  speedy  completion  of  the  road.  Whatever  you  may  do  to  facilitate 
this  result  will  be  regarded  as  a  great  public  benefit. 

I  am,  colonel,  very  respectfully,  your  obedient  servant,  c^vArnT'i? 

Colonel  J.  H.  Simi'son, 

U.  S.  Engineer,    Washington,  D.  C. 


APPENDIX  N. 

Philadelphia,  January  90,  ISdG. 
Sir  :  Referrin"-  to  the  late  c  uversntion  between  us  in  the  office  of  the  Pitts- 


burf,'an{lFortWiiyiic!lt; 
my  viawti  on  lli 


Hit 


44 

omi  Couipnuy,  in  wi.ich  you  rt'qu('.-4t<'a 


/ 


.;.;•,.  »w»  „„,  i,j.  ,i,i  .been ;  s„  ■  '".Wi^xr'  L  r:"  r"'^  '•■*™  vp 

.held  .n-er  bo  admUtt^S  a  ,  o  5  ^  o^lS;  o  «k  ^     "t";    '^^  f" "« 
SIX  and  forty  iuche<   nor  of  n  1o=.  i         .1  .1         ,    length  than  between  t  lirty- 

•-•any  the  load.  ''"  '"''^  ^''"  ^"^^  ^'"^^  «P"»g  ^teel,  as  li^ht  as  will 

been  deftnitely  .et  tod     s  "tf Ictdinl'l'?       """^  "*'?  "^^  '^^'^^^  ''^^^^^  »--« 
re-lay  vvith  l4son,er  .ted  V^-Lk^^  road  appears  to  have  determined  to 

afb.^>f  ourleading\;;;:v^.^r^    rrw-,.^^  ^"^^^'^  «^^^-  -^7 

the  use  of  steel.     Anions  the 'eWl.nL  ,  "^  '^^"'**^*^  ^'^  advocate 

way  talent  we  po..se.s,  w L    o  '    Iv  ^iZ    7''.  n"'''"^  ^'  "'''"^^^  '''«  ^''^^^  rail- 
way .yste.  wiS  be  fbind  in';:?u^.:;- Zs^d  ran  "'^  "^^^^'^"  "^  ^"^  -'^■ 

expressed  their  intenti^'t  0  pm  dot     the  eat  re  li  n'  7"^  ^^'^T''  '">^^  ^''^^^ 
as  rapidly  as  the  old  rails  ..^^e  ui;!;!;,  ^^^  ,^  :^^  ''^^^'  ^^^^  in  cast  steel 

ouch  a  decision  will  not  annenr  lin>.M'  if  „  v 
tl.e  co,t  of  c„„ti„„all,.  re  ^SLg^Jurll'll^iU' i™;'™!' ''  '"  '*'"  '"  '■"'"'"'^ 


45 


s  iiro  now 

<;r  UHiii'jr 


idiU'od  for  tlio 


ir  own 
licm  a  liithi  over 


10,000  ton;}  \n;v  iuuium  of  Hcsaoiner  .-^tccl  rail 

UHO  on  tho  London  and  Nortinvostci-.i   road ........  ,..,,„  a  mtio  over 

throe  yca-AS  ,t  was  fmu.d  that  each  pteel  rail  had  ontla.f.-d  more  than  twenty 
o  iron  on  one  portion  of  th.^ir  road  at  (.'amdentown.  At  thin  s,,nt.  whnv  thi 
strain  and  do«tn,ct.o„  of  th,,.  rail  i.  particularly  nevn-e,  the  iron  had  to  he  re- 
roi,.]  every  two  montli.s  dnring  a  period  of  three  year..  ;  while  the  nteel.  at  tho 
end  ot  the  Hain(!  i)eriod,  had  endured  the  yamo  tratiic  and  was  yet  -ood 

If  jm  eBtimate  be  made  of  the  total  co.st,  nay  of  „ne   mile,  (or   foo  tons,)  of 

ail  \' riiir  •  7  '^TV:i''-'  (^'''^\-««  J^--  t'.....  the  lifelime  of  the  steel 
rails.)  n,  ^vdl  he  found  if  the  iron  h<.  taken  at  our  v;Jne  to-day,  say  .S8.3,  and 
the  re-ro  l.ng  $35,  re-laying  $5  per  ton.  with  interest  at  six  per  cent^  the  entia 
cost  would  reach  the  enormous  sum,  in  three  years,  of  884,1,30,  or  $:>8,050  per 
mde  each  year  ;  while  the  steel,  at  its  present  full  value  for  small  lots,  say  $165 
per  ton,  would  only  have  cost  S  19,470  for  tlu;  three  years,  or  $G,490  each  year 

Ihree^^ear!"'  '^       ^^^'^^^  ^^'  '^''  "''  "^'  ''''^  ""  """'""«  of  trmiin 

wn?.?,n  '""^  "'Ti  '^'''  ■''  ''^'''"  c-xceptional  case,  and  that  .aeh  six  months 
would  be  n<.arer  the  estimate  for  re-rolling-,  even  in  the  worst  portion  of  our  lead- 
ing roads  Ii  we  still  give  the  steel  the  same  proportion  of  endurance,  eighteen 
times  that  of  iron,  the  result  would  he  a  total  cost  of  81)0.450  per  mile  fbr  the 

of  S7?  /'lO^in'f '  ^••-''^^?,r'"'^  ']''^  «^f '  ^r'  ""ly  ^^^'^^.000,  making  still  a  balance 
of  873.4U0  n  favor  of  the  steel.  Should  this  be  carried  still  further,  and  the 
ron  ordy  rolled  each  twelve  months,  th  -esult  would  be  a  balance  in  favor  of 
the  steel  of  $85,770 ;  and  if  the  re-rolli,  only  be  done  once  in  live  years,  tl^ 
total  saving  (continuing  the  same  pr.ponion  for  the  steel)  would  bo  $170  000 
per  mile  m  it^  favor.  These  figures,  although  hastily  gone  over,  are  Zr 
enough  for  all  practical  purposes;  and  if  to  Ihem  be 'added  the  yZ  great 
«avmg  to  the  locomotives  and  rolling  stock  generally,  in  having  a  smoolh,  non- 
laminat.ng  surface  to  traverse,  in  lieu  of  the  battered  iron  noAv  in  general  use  • 
vv'hi  st  to  this  may  be  added  an  entire  freedom  from  those  very  expensive  acci- 
dents arising  from  "broken  rails."  as  tho  tensile  strength  of  the  Bessemer  steel 
IS  more  than  double  that  of  the  iron ;  whilst,  at  the  same  time,  they  will  bend 
double  cold,  and  you  have  a  grand  total  which  will  place  the  steel  rail  far  be- 
yond any  competition  from  iron  as  at  present  manufactured 

If  i  have  not  already  tired  out  your  patience,  I  may  at  another  time  present 
.some  further  views  with  regard  to  railway  matters  which  may  inter,>st  you 
1  am,  sir.  very  respectfully,  yours. 

c!  Tx  PHILIP  S.  JUSTICE 

Springer  Harbauoh,  Esq  ,  o  uoxjv^r.. 

Government  Director  to  P.  R.  R„  Pittshirg,  Pa. 


Dkar  Sir 

tendent  on  our 


APPENDIX  0. 

IIousK  OP  Hepreskntatives. 

Washington,  February  2,  1866. 


I  received  the  enclosed  letter  from  W.  P.  Shinn,  late  superin- 
.  '■  I/.ttsburg,  Fort  Wayne,  and  Chicago  railway,  whom  you  know 
to  be  a  very  intelligent  gentleman,  as  well  as  an  experienced  railroad  man.  Your 
1  acihc  railroad  comnmtee  being  now  in  session,  I  desire  to  call  attention  to  the 
Buggestions  made  by  Mr.  Shinn  as  to  the  character  of  the  rails  to  be  used  in  the 
construction  of  your  great  road.     It  should  be  made  a  first-class  road  at  the 


start. 


Very  truly  yours, 


Col.  T.  C.  Sherma.\. 


M.  WELKER. 


46 


/ 


l*iTTsniru(j,  F(i«T  Waynk,  and  Ciii('A(i()  Railway  Co., 
OJicc  of  the  General  Freight  Agent,  Pittsburg,  Januar;/  3,  18GG, 

Dear  Sih  :  I  nm  not  fully  infonued  at)  to  the  control  of  the  government  in  the 
matter  of  details  of  construction  of  the  Uninn  Pacific  railroad  ;  but  I  cannot  for- 
bear to  call  the  att(mtion  (through  you)  of  the  proper  authorities  to  the  fact  that 
the  raila  are  beiiif;  laid  with  "  cliair.s"  at  the  joints,  instead  of  the  more  modern 
♦•  fish  bars"  or  "  i<lice  joints,"  the  advantages  of  which  are  now  so  well  known  and 
so  generally  adopted  on  linos  of  railway  doing  a  heavy  business,  such  as  the 
Union  Pacific  railroad  must  do.  The  saving  in  wear  of  iron  at  the  joints,  and 
the  reduction  in  wear  and  tear  of  machinery  in  using  the  splice  joint,  amounts, 
in  my  opinion,  to  at  least  50  per  c(!nt.  o  i  the  cost  of  the  rails.  I  liave  no 
interest  in  the  joiut,  direct  or  otherwise. 
Yours,  respectfully, 

WM.  P.  SIIINN. 
Hon.  M.  Wklkkr,  Washington,  D.  C. 


I<  : 


APPENDIX  P. 

WiLLARDS'  Hotel,  Washi\oto\,  Fchruarj/  2,  1866. 

SrR:  Your  note  of  the  1st  instant,  inviting  Colonel  Seymour  and  myself  "  to 
be  present  at  a  convention  of  the  government  directors,  commissioners,  and  engi- 
neer, to  meet  in  the  Washington  aqueduct  building  at  12  to-day,"  (yesterday,) 
was  handed  to  me  at  2  p.  m.  yesterday. 

This  is  the  first  official  notice  received  by  the  Union  Pacific  Railroad  Com- 
pany of  the  meeting  referred  to  in  your  letter,  and  I  am,  therefore,  not  advised 
of  the  objects  and  purposes  of  the  meeting. 

I  am  at  present  in  Washington  on  very  pressing  business  of  the  company, 
which  requires  my  v.  hole  time  and  attention,  and,  being  without  authority  from 
the  board  of  directs;'  to  represent  the  company  before  such  a  convention  as 
you  refer  to,  I  shall  ic  compelled  to  decline  your  invitation. 

I  have  the  honor  .  i-  be,  colonel,  very  respectfully,  your  obedient  servant 

THOS.  0.  DURANT, 
Vice-President  Union  Pacific  Railroad  Company. 

Col.  J.  H.  SiMPSov, 

United  States  Engineer,  Washington,  D.  C. 


APPENDIX  Q. 

[Telegram.] 

Chicago,  February  2,  1866. 
Track  with  fish-joints  can  be  laid  as  fast  as  with  chairs.     It  will  cost  from 
thirty  to  forty  dollars  per  mile  extra  for  laying. 

H.  H.  GARDNER. 

J.  L.  WiLLlAiMS,  (care  Interior  Department.) 


/ 


47 


APPKNDTX  n. 

A  copy  of  circular  No.  2  liavirij;  been  sent  to  IIoii.  Jesso  L.  Williams,  j^ov- 
ortimoiit 'tliroctor  of  tho  Union  Pacific  railroad,  In;  prepared  the  t')ll  )\vinjj;  papi-r 
BubiriittiHl  it  to  tlio  busin{^■5;^  coinniittcc,  and  tmb-^equcntly  pent  it,  witb  tb  •  prefa- 
tory letter,  to  b(!  included  w  itb  the  recordd  of  the  convention  : 

FoilT  Way\k,  Fihrunrif  19,  18GG. 

CoLONBl.:  In  response  to  yonr  recjuortt  of  the  1:3th  iiiritant,  1  append  a  copy 
of  the  paper  respectinj?  a  standard  for  tiie  construction  of  th(!  Pacific  raib-oad, 
Hubmitted  to  n  committee  of  the  laic  convention  of  tbi;  <^i>v('rninent  commi-<- 
rtioner.-J,  directors,  engineer,  and  others.  Tiiis  piper  was  not  (hisig.ied  as  a  full_ 
answer  to  all  the  points  of  inquiry  embraccid  in  your  circular  No.  2,  and  is  of 
less  general  interest  to  railroad  men  than  the  elaborate  replies  fVom  distin- 
guished engineers  read  before  the  con/ention.  Its  purpose  wa-*,  nud<!r  a  reason- 
able view  of  the  circumstances,  so  to  apply  the  requirements  of  the  Pacific 
railroad  act  in  its  letter  and  spirit  to  the  condition,  topography,  and  building 
materials  of  that  distant  and  sparsely  inhaldted  region,  as  to  secure  the  two- 
fold object  of  Congress,  to  wit:  first,  a  reliable  and  efficient  first-class  railroad, 
which,  on  its  full  completion,  shall  subserve  in  the  highest  degree  the  great 
public  interests  by  reducing  both  time  and  cost  of  transit  to  a  minimum ;  and 
second,  the  speediest  possible  opening  of  the  work  to  the  mining  districts,  both 
from  the  Missouri  river  and  the  Pacitic  seaboard. 
Very  respectfully, 

J.L.WILLIAMS. 

Lieut.  Col.  J.  IT.  Simpson, 

Corps  of  Engineers. 


PACIFIC  RAILROAD— WHAT  SHALL  BE  ITS  STANDARD  OF  CONSTRUCTION. 

This  is  a  great  national  work,  to  be  built  mainly  by  the  nation's  means,  for 
important  public  and  governmental  objects.  From  considerations  of  public 
policy  and  convenience,  the  instrumentality  of  an  incorporate  company  is  used  in 
its  construction  and  working.  *  The  munificence  of  the  grants  made  by  Con- 
gress, and  the  great  interests  which  the  road  is  to  subserve,  no  less  than  the 
language  of  the  law,  demand  the  construction  of  a  first-class  railroad. 

In  what  sense  and  scope  is  the  term  "first-class"  used  in  the  law?  Very  few 
railroads  in  this  country,  even  though  the  company  may  have  had  abundant 
means,  have  met  at  their  first  opening,  in  every  particular,  the  characteristics  here 
specified.  Railroads  do  not  ordinarily  spring  at  once  into  perfection  of  track  and 
equipment.  In  respect  to  solidity  of  road-bed,  on  which  smoothness  of  track 
chiefly  depends,  completeness  and  extent  of  shops,  station  buildings,  and  rolling 
stock,  railroads  rather  grow  into  the  condition  described  by  the  term  "first 
class." 

But  while  this  is  true,  the  plans  from  the  beginning  may  embrace  the  idea  of  a 
perfect  and  complete  road  to  be  realiz;-d  very  soon,  and  every  step  should  be  taken 
in  accordance  with  such  plans.  There  are  certain  leading  characteristics,  both 
of  location  and  construction,  fixing  and  govevning  the  future  character  of  the 
work,  in  which  even  a  new  road  can  and  should  conform  literally  and  strictly  to 
the  specification  contained  in  the  law.     Some  of  these  I  will  enumerate : 

1.  As  to  grades  and  alignments. — While  the  letter  of  the  law  makes  the 
Baltimore  and  Ohio  railroad  the  standard,  this  must  bc^considered  as  a  limit  to  be 


rt 


aclicduiily  in  tlifiiioini 


48 

fain  (listric'fH.     To  iiitnuluec  pjidcs  nrf  high  uh  I IG  fret  per 

tl.  iiulii  !iH  cliint  w  lOO  r.rtdii  otlitT  parts  of  llic  niutf,  \v(»ultl  iimii- 

ii'^tir  o'lifrng*'  till'  Pj.ifit  and  intent  of  tlio  law.     In  the  location  of  caeli  'rviu-vn\ 

tioii  of  rnlm;;  <;rad(ri  and  curvature  cliould  be  cettlcd  uixm 

1  a  l.iptalion,  based  upon  careful  Hcientific  and  prac- 

I  both  to  cost,  ciinstriwtion  and  I'uture  workiiif, 


A 


nii.e.orcui  vert  \vi 


divi.-iion,  tlie  ((Ue 


principle:^  of  true  (cnuoniy  an( 

tical  invcHligatioTi,  having  re{?ar( 

It  irt  Hafe  to  decide  at  this  time  that  on  the  IMatte  \  alley  divi.^K.n  extendni-  Ironi 
the  Missouri  river  to  near  the  f(.ot  of  the  Uhu-U  1 1  ill  ran-;e,  s<.me  500  miles,  and  also 
nloii"  the  Kansas  valley,  and  wherever  on  any  portion  of  the  road  or  Us  bianchc» 
a  valhy  should  be  followed  or  a  lev.d  plain  passed  over,  no  ascent  shnuld  be 
allowed  hi-her  than  at  the  rate  of  VA)  i\ et  per  mile.  As  re^^'urds  the  I'lattc  valley, 
its  aeceut  is  so  uniform  that  aO  feet  per  mile  would  probably  bo  a  more  juiieious 

limit.  .   ,  , 

2.  As  to  widlh  tf  cmhanhmcnts  and  ca-cavatxms.—On  all  parts  ot  tiie  road 
or  its  brnnchos,  where  a  single  track  is  contemplated,  embaidiinents  should  uot 
be  less  than  M  feet  wide  on  top,  this  width  beinj,'  tu'cessary  to  receive;  ballast, 
whether  put  on  before  or  after  the  track  is  laid.  The  slopes  of  earth  embank- 
ments should  generally  have  one  and  a  half  base  to  one  rise. 

Excavations  in  earth,  if  the  cuts  are  of  much  length,  shonld  be  :iG  feet;  or  it 
short,  ^4  fe(>t  wide  at  bottom;  giving  in  ev«'ry  cut  room  for  side  ditches,  ot  such 
ample  depth  and  width  as  to  secure  that  most  essential  requisite,  a  well-drained 
road-bed.  Slopes  (except  in  rock)  should  have  one  to  one  and  a  halt  base,  to 
one  rise,  depending  upon  the  character  of  the  earth  or  if  steep(;r,  ihui  a  greater 
width  at  bottom,  so  as  to  remove;  the  same  quantity  of  earth  as  woidd  bo  contained 
Avithin  those  slopes,  allowing  the  1,'anks  to  form  their  own  slope.«. 
In  rock  the  cuts  will  be  10  feet  wid(!  at  bottom. 

3.  il/«,7/rt«».«/5/;-//t/?/m».— Culverts,  drains,  and  bridge  abutments  should  bo 
built  of  stono  whenever  that  material  of  a  durabh;  character  can  be  fouiul  within 
reasonable  hauling  distance  say  live  to  eight  miles,  depending  npon  circums'ances. 
But  if  stono  be  too  remote,  then  trcstlo-work  of  best  timber  available  may  bo 
used  until  stono  can  be  delivered  by  the  road.  For  the  bridges,  the  Howe  truss, 
or  other  equally  safe  and  reliable  plan,  should  bo  adopted. 

4.  Ballusling.—A  railroad  cannot  be  called  complete  until  avoU  ballasted. 
This  is  a  branch  of  the  construction,  most  economically  performed  when  gravel 
is  used,  after  the  road  is  opened  for  construction  trains.  But  it  shoidd  be  com- 
menced immediately  upon  such  opening,  and  continued  with  diligence,  trom 
time  to  time,  until  the  track  is  fully  balhisted.  Ballast,  if  of  gravel,  should  be 
12  to  24  inches  in  depth,  or,  if  of  broken  stone,  12  inches.  But  m  parts  ot  the 
Platte  and  Kansas  valleys,  and  on  other  like  formations,  wliero  neither  coarse, 
gravel  nor  stono  is  found  within  reasonable  distance,  then  the  best  of  the  sand 
or  sandy  materials  furnished  by  the  excavations,  or  found  in  the  contiguous 
river-bed,  must  suffice  for  a  time. 

5.  Cross-tics.— (.)a\i,  or  other  equally  durable  timber,  should  be  used  wlier- 
ever  it  can  be  obtained,  with  any  reasonable  transportation,  from  the  contiguous 
groves,  or  delivered  by  water  at  the  starting-points,  and  carried  forward  by 
construction  trains.  Where  such  timber  in  sufficient  amount  cannot  bo  obtained 
at  any  reasonable  cost,  then  the  best  the  country  affords  must  be  used.  But  it 
Cottonwood,  or  other  like  timber,  is  of  necessity  used,  the  ties  must  first  be  thor- 
oughly Bnrnettized  or  Kyanized.  In  all  cases  the  joint  tie  should,  for  the  better 
holding  the  spikes,  be  of  oak  or  other  hard  wood.  The  number  of  ties  will  be 
such  as  to  average  about  two  feet  apart  from  centre  to  centre,  or  2,600  per  mile. 
They  should  be  eight  feet  long  and  six  inches  thick ;  and  if  sawed,  not  less  than 
eight  inches  wide ;  or  if  hewn  on  two  sides,  six  inches  face.  The  joint  tic 
shoiild  be  ten  inches  wide. 

6.  i?r///*.— These  to  be  of  American  iron,  as  required  by  the  law,  ot  best 
quality,  and  should  weigh  sixty  pounds  to  the  yard ;  or,  on  condition  of  special 


49 

car.  in  tl.«  tnnnuf.icturo,  to  ubo  only  M.o  l.c.t  iron;  tl.on.  on  account  of  tho 
mliou.  and  rxn,.n8ivo  transportation  at  tho,  present  tun.^  hma  rail  null-*  ho  l.rt- 
ant.  tho  wigl  t  nuiy  ho  rodico.l  to  liftv-Hix  pounds  per  yard  In  tho  nu.un  a  n 
IliHtHctH,  whore  heavier  engines  will  L  used.  OO-poun.l  ra.ln  nhould  ho  hud 
A«  tho  noaroHt  approximath.n  to  a  conti.u.ou.  nul  w.tlun  our  ''f »'  ''^  '"•;;;;','''• 
coHt,  iuHtoad  of  I  .0  onlinary  chair,  tho  "  fiHh-jou.t."  bo  ca  U-d,  should  ho  used  at 
t  joining  of  the  harn.  consisting  of  two  woll-fittod  pieces  ot  wrought  iron, 
twenty-two  indues  long,  one  on  each  side,  clasping  tho  nuls,  and  secured  hy  tour 
yS  Wts.     The  rail  should  he  spiked  to  each  ths  both  inside  and  outside. 

"t'S-Tt^l-Si  of  the  side  track  laid  at  the  openii^  should  he  at 
leas't  siK  Jv  cent,  of  the  lino  opened,  to  be  increased  as  the  numher  o  passing 
tml  shall  demand.     Side  tracL  at  all  stations  should  be  hud  eight  feet  apart 

"f  i;!;;::,^r:?:^^c;.motivc  engines  ,^^^  be  provided  in  liberal 

nionor  tt  tho  traffic  and  the  work  of  construction,  to  be  promntlv  ujcroased 
jvoui  ti^net!)  time  with  the  opening  of  the  additional  sections  and  tlic  nicreaso 

"*"  ^""t^Lhouse,,  repair  shops,  and  staUm  />.//.//«5'.v.-These  must  be  adapted 
to  the  w^nts  of  tho  rolling  sto4  and  tho  accotn.nodation  ^^^^^  »^-'X:>-^^^^^ 
in  view  the  efficient  and  satisfactory  working  ..1  the  road.    Whi  e  at  the  "P* »    S 
0  Iny  division  the  extent  and  capacity  of  tho  buildings  --^cd  -ay  ho  only 
such  as  to  i,rovide  liberally  for  the  existing  amount  of  rolling  stock  and       c 
bus  less  of    he  road,  with  such  increase  thereof  as  is  in  near  prospect,  yet  the 
phur'n  every  case,  both  as  to  the  buildings  and  grounds,  should  bo  arranged 
f.     prospective  enlargement  and  extension  equal  to  any  tuture  business  ot  the 
road  the  buldings,  so  far  as  erected  at  first,  forming  appropriate  par  s  o   a  con  - 
p  etJd  and  symfn;trical  wh.de.     Engine-houses  and  repair  shops  Bl'ould    i   aU 
Jases  be  of  stone  or  brick,  with  permanent  stone  foundations,  and  slate  or  me  allic 
r  ottn^^ua    ing  with  a  1  carc^gainst  fire.     For  convenience  and  certainty  in 
iSg'  Is  water  stations  should  be  provided  at  ----"*  Pouits  meeting 
tie  wants  of  the  trains,  and  generally  ten  or  fifteen  miles  apart.     Grounds  tor 
denor    hops  and  station  purposes  ot"  very  liberal  extent,  adequate  to  any  pos- 
SeLure^lul  should  i'n  a\l  cases  be  laid  oft"  and  secured  to  the  company 
nn  thp  location  of  any  section  while  land  is  ot  little  value.  , 

ItwlTbe    eenthatthe  importance  of  rapid  progress,  reachmg  the  mmmg 

reJil^.  at  the  ea;  iest  day  practicable,  has  been  fully  recognized  m  shaping 

Z  o  ru^Lst^Ton'      No  wo?k  not  essential  as  a  basis  for  an  efficient  and  reliable 

a    oadT  eouired,  butTon  the  contrary,  there  is  on  some  points,  from  the  ne- 

p„JtV,  irXraffectiby  the  extra  co»t  ro.ullu.g  from  Insb  grade,  aud  .mpo- 
4  s 


50 


/ 


feet  construction.  This  is  a  np'^takcm  view.  The  commerce  of  the  country  must 
finally  pay  every  burden,  in  the  shape  of  compensatory  charges  upon  traflSc,  in 
order  to  make  the  work  liiiancially  sustaining. 

J.  L.  WILLIAMS. 
Fort  Wayne,  Indiana,  January  20,  1866. 


APPENDIX  8. 

Weight  and  dimensions  of  rails  recommended,  hy  dijerent  engineers,  and  of 
rails  now  used  on  Pacific  railroad  and  branches,  Sfc. 


I !  i 
ll 


Namcg  of  enginoere  and  of  railronds. 


H.  Hmipt 

J.  n.  JerviH 60 

O.  L.  Ui'i.l 65 

A .  AVi-lcli 62 

B.  H.  Latroho    60 

G.  A.  Nicolls 64 

W.  W.  Evans 66 

S.  Seymour 50 

Union  Pacific  railroad i  50 

Do do 56 

Union  Pacific  K.  11.  railroad |  56 

Central  Pacific  railroad ,  60 


m 

a 

Q.-S 

a  ^ 


Dimonaionti,  in  inches. 


m 


4 

4 

4i 

3* 

4 


o 

•a 


4 

4 

3f 

4 


3i 
3i 
3i 


3f 
3t 
3* 


as  jJ 
Hi's 

n  S 
Ma 

3 
H 


i 
11-16 


9-16 

9-16 

11-16 


a 


o 


21 
2t 
2* 


2* 
2i 
2t 


to 

a 


H 


U 
U 
2- 


U 
U 
IJ 


JolntH. 


Fish 

Pish 

Pish 

Fish 

Pish 

Fish 

Sandwich 

Fish 

Common  chair. 

do 

do 

do 


•gjl 

o  « 

o  > 


r  to  »• 

V 


® 


y 


must 
ic,  in 

[S. 


id  of 


2  s- 


V 

0  to  »* 
V 


